Methods and systems for self-deployment of operational infrastructure by an unmanned aerial vehicle (UAV)

ABSTRACT

Example implementations may relate to self-deployment of operational infrastructure by an unmanned aerial vehicle (UAV). Specifically, a control system may determine operational location(s) from which a group of UAVs is to provide aerial transport services in a geographic area. For at least a first of the operational location(s), the system may cause a first UAV from the group to perform an infrastructure deployment task that includes (i) a flight from a source location to the first operational location and (ii) installation of operational infrastructure at the first operational location by the first UAV. In turn, this may enable the first UAV to operate from the first operational location, as the first UAV can charge a battery of the first UAV using the operational infrastructure installed at the first operational location and/or can carry out item transport task(s) at location(s) that are in the vicinity of the first operational location.

BACKGROUND

An unmanned system, which may also be referred to as an autonomousvehicle, is a vehicle capable of travel without a physically-presenthuman operator. An unmanned system may operate in a remote-control mode,in an autonomous mode, or in a partially autonomous mode.

When an unmanned system operates in a remote-control mode, a pilot ordriver that is at a remote location can control the unmanned vehicle viacommands that are sent to the unmanned vehicle via a wireless link. Whenthe unmanned system operates in autonomous mode, the unmanned systemtypically moves based on pre-programmed navigation waypoints, dynamicautomation systems, or a combination of these. Further, some unmannedsystems can operate in both a remote-control mode and an autonomousmode, and in some instances may do so simultaneously. For instance, aremote pilot or driver may wish to leave navigation to an autonomoussystem while manually performing another task, such as operating amechanical system for picking up objects, as an example.

Various types of unmanned systems exist for various differentenvironments. For instance, unmanned aerial vehicles (UAVs) areconfigured for operation in the air (e.g., flight). Examples includequad-copters and tail-sitter UAVs, among others. Unmanned systems alsoexist for hybrid operations in which multi-environment operation ispossible. Examples of hybrid unmanned vehicles include an amphibiouscraft that is capable of operation on land as well as on water or afloatplane that is capable of landing on water as well as on land. Otherexamples are also possible.

SUMMARY

Example implementations may relate to arranging at least one UAV from agroup of UAVs both to carry out item transport task(s) from anoperational location and to deploy operational infrastructure (e.g., acharging system) at the operational location. Consequently, this UAV canuse the operational infrastructure that the UAV deployed in order tocharge the UAV's battery at the operational location from which the UAVis carrying out transport task(s).

More specifically, the group of UAVs may initially be in a sourcestructure that has been temporarily or permanently placed in ageographic area at a select source location. The source structure canhouse one or more UAVs from the group, and perhaps also operationalinfrastructure that can be deployed throughout the geographic area,among other possibilities. In this way, the group can provide aerialtransport services in the geographic area.

With this arrangement, a control system may determine operationallocations from which the group is to provide aerial transport servicesin the geographic area. And for at least a first of these operationallocations, the control system may cause a first UAV from the group toperform an infrastructure deployment task. This infrastructuredeployment task may include a flight from the source structure to thefirst operational location as well as installation of operationalinfrastructure at the first operational location by the first UAV.

Once the infrastructure deployment task is complete, the first UAV canthen operate from the first operational location at which the first UAVitself installed operational infrastructure. For example, the controlsystem may determine that an item-source location (e.g., a pickuplocation) associated with a requested transport task corresponds to thefirst operational location, and may responsively cause the first UAV toperform the requested transport task. Moreover, the first UAV can chargeits battery using the operational infrastructure that the first UAVinstalled at the first operational location. Other examples are alsopossible.

In one aspect, a method is disclosed. The method involves determining,by a control system, a plurality of operational locations from which agroup of unmanned aerial vehicles (UAVs) is to provide aerial transportservices in a geographic area, where the group of UAVs is initiallylocated at a source location serving the geographic area. The methodalso involves, for at least a first of the plurality of operationallocations, causing, by the control system, a first UAV from the group toperform an infrastructure deployment task that includes (i) a flightfrom the source location to the first of the plurality of operationallocations and (ii) installation of operational infrastructure at thefirst of the plurality of operational locations by the first UAV. Themethod additionally involves receiving, by the control system, a requestfor a transport task having an associated item-source location. Themethod further involves determining, by the control system, that theitem-source location corresponds to the first of the plurality ofoperational locations. The method yet further involves causing, by thecontrol system, the first UAV to perform the transport task.

In another aspect, a UAV system is disclosed. The UAV system includes agroup of UAVs, where the group of UAVs includes at least a first UAV.Also, the UAV system includes a control system configured to: (a)determine a plurality of operational locations from which the group ofUAVs is to provide aerial transport services in a geographic area,wherein the group of UAVs is initially located at a source locationserving the geographic area; (b) for at least a first of the pluralityof operational locations, cause the first UAV to perform aninfrastructure deployment task that includes (i) a flight from thesource location to the first of the plurality of operational locationsand (ii) installation of operational infrastructure at the first of theplurality of operational locations by the first UAV; (c) receive arequest for a transport task having an associated item-source location;(d) determine that the item-source location corresponds to the first ofthe plurality of operational locations; and (e) cause the first UAV toperform the transport task.

In yet another aspect, a non-transitory computer readable medium isdisclosed. The non-transitory computer readable medium has storedtherein instructions executable by one or more processors to cause acontrol system to perform functions. The functions include determining aplurality of operational locations from which a group of unmanned aerialvehicles (UAVs) is to provide aerial transport services in a geographicarea, where the group of UAVs is initially located at a source locationserving the geographic area. The functions also include, for at least afirst of the plurality of operational locations, causing a first UAVfrom the group to perform an infrastructure deployment task thatincludes (i) a flight from the source location to the first of theplurality of operational locations and (ii) installation of operationalinfrastructure at the first of the plurality of operational locations bythe first UAV. The functions additionally include receiving a requestfor a transport task having an associated item-source location. Thefunctions further include determining that the item-source locationcorresponds to the first of the plurality of operational locations. Thefunctions yet further include causing the first UAV to perform thetransport task.

In yet another aspect, another system is disclosed. The system mayinclude means for determining a plurality of operational locations fromwhich a group of unmanned aerial vehicles (UAVs) is to provide aerialtransport services in a geographic area, where the group of UAVs isinitially located at a source location serving the geographic area. Thesystem may also include means for, for at least a first of the pluralityof operational locations, causing a first UAV from the group to performan infrastructure deployment task that includes (i) a flight from thesource location to the first of the plurality of operational locationsand (ii) installation of operational infrastructure at the first of theplurality of operational locations by the first UAV. The system mayadditionally include means for receiving a request for a transport taskhaving an associated item-source location. The system may furtherinclude means for determining that the item-source location correspondsto the first of the plurality of operational locations. The system mayyet further include means for causing the first UAV to perform thetransport task.

These as well as other aspects, advantages, and alternatives, willbecome apparent to those of ordinary skill in the art by reading thefollowing detailed description, with reference where appropriate to theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a simplified illustration of an unmanned aerial vehicle,according to example embodiments.

FIG. 1B is a simplified illustration of an unmanned aerial vehicle,according to example embodiments.

FIG. 1C is a simplified illustration of an unmanned aerial vehicle,according to example embodiments.

FIG. 1D is a simplified illustration of an unmanned aerial vehicle,according to example embodiments.

FIG. 1E is a simplified illustration of an unmanned aerial vehicle,according to example embodiments.

FIG. 2 is a simplified block diagram illustrating components of anunmanned aerial system, according to example embodiments.

FIG. 3 is a simplified block diagram illustrating a distributed UAVsystem, according to example embodiments.

FIG. 4 is a block diagram showing an example arrangement for an aerialtransport provider control system, according to example embodiments.

FIGS. 5A to 5B illustrate an adaptable charging system having a charginginterface that is deployable by a UAV, according to example embodiments.

FIG. 6 illustrates a solar charging system that is deployable by a UAV,according to example embodiments.

FIG. 7 illustrates a geographic area including a plurality ofoperational locations, according to example embodiments.

FIG. 8 is a flowchart of a method for using a UAV dedicated todeployment of operational infrastructure, according to exampleembodiments.

FIGS. 9A to 9D illustrate use of a dedicated UAV to deploy operationalinfrastructure and subsequent use of the deployed operationalinfrastructure to charge batteries of another UAV, according to exampleembodiments.

FIG. 10 is a flowchart of a method for self-deployment of operationalinfrastructure for a UAV, according to example embodiments.

FIGS. 11A to 11D illustrate use of a given UAV to deploy operationalinfrastructure and subsequent use of the deployed operationalinfrastructure to charge batteries of the same given UAV, according toexample embodiments.

DETAILED DESCRIPTION

Example methods and systems are described herein. It should beunderstood that the words “example” and “example” are used herein tomean “serving as an example, instance, or illustration.” Any embodimentor feature described herein as being an “example” or “example” is notnecessarily to be construed as preferred or advantageous over otherembodiments or features. The example embodiments described herein arenot meant to be limiting. It will be readily understood that certainaspects of the disclosed systems and methods can be arranged andcombined in a wide variety of different configurations, all of which arecontemplated herein.

Furthermore, the particular arrangements shown in the Figures should notbe viewed as limiting. It should be understood that other embodimentsmight include more or less of each element shown in a given Figure.Further, some of the illustrated elements may be combined or omitted.Yet further, an example embodiment may include elements that are notillustrated in the Figures.

I. OVERVIEW

In practice, an unmanned aerial vehicle (UAV) may refer to anyautonomous or semi-autonomous aerial vehicle that is capable ofperforming some operations without a physically present human pilot.Examples of such operations may include aerial transport services, whichmay involve a group of UAVs carrying out transport tasks, such as pickupand/or delivery of items.

Disclosed herein are implementations that relate to using a given UAVfrom a group of UAVs both for carrying out transport task(s) and fordeployment of operational infrastructure. In practice, the operationalinfrastructure at issue can be one or more parts of a ground chargingsystem that is configured to charge batteries of one or more UAVs, orcan be the entire charging system. And a given operational location canbe a location at which a UAV can charge after operational infrastructurehas been deployed, and also one from which that same UAV can carry out aUAV transport task. As such, operational infrastructure can at leasttemporarily be installed by a UAV in the operational location from whichit is carrying out transport task(s), so that this UAV does notnecessarily have to rely on operational infrastructure installed atother location(s) for the purpose of charging its battery.

More specifically, the group of UAVs at issue may initially be in asource structure that has been temporarily or permanently placed in ageographic area at a select source location. For example, the sourcestructure may be a container configured to house the group of UAVs andperhaps also operational infrastructure, among other options. And thiscontainer may be temporarily or permanently placed (e.g., after beingtransported by a truck) at a substantially central location in thegeographic area, which may be considered as the source location atissue. In other examples, the source structure may be a distributor orretailer warehouse or a restaurant, among other possibilities. In anycase, such an arrangement may allow the group to provide aerialtransport service in the geographic area, such as by having one or moreUAVs of the group pick up and/or deliver items in the geographic area.

According to the present disclosure, one or more UAVs of the group mayeach respectively include features that enable a given UAV to deployoperational infrastructure at operational location(s) within ageographic area. Additionally, these one or more UAVs may eachrespectively include features that enable a given UAV to carry out tasksother than deployment of operational infrastructure, such as transporttasks that include pickup and/or delivery of items other thanoperational infrastructure.

With this arrangement, a control system may determine operationallocations from which the group is to provide aerial transport servicesin a geographic area, and can then cause one or more UAVs of the groupto each respectively carry out an infrastructure deployment task for atleast one of the determined operational locations. For instance, thecontrol system may cause a first UAV from the group to perform aninfrastructure deployment task that includes (i) a flight from thesource structure to the first operational location and (ii) installationof operational infrastructure at the first operational location by thefirst UAV.

When a given UAV performs an infrastructure deployment task for anoperational location, this may in turn enable that UAV to operate fromthat operational location.

Specifically, the UAV can carry out one or more transport tasks from theoperational location for which an infrastructure deployment task wasperformed. By way of example, the control system may receive a requestfor a transport task having an associated item-source location (e.g., apickup location), and the control system may determine that theitem-source location corresponds to the first operational location. Forinstance, the control system can determine that the item-source locationis in a sub area of the geographic area that is substantially in thevicinity of the first operational location. And when the control systemdetermines that the item-source location corresponds to the firstoperational location, the control system may responsively cause thefirst UAV to perform the transport task corresponding to the receivedrequest.

Moreover, when a UAV performs an infrastructure deployment task for anoperational location, this may enable the UAV to conveniently charge itsbattery at the same operational location from which it is carrying outtransport task(s). For example, the first UAV can charge a battery ofthe first UAV using the operational infrastructure installed at thefirst operational location, and can do so at any feasible time. Forinstance, the first UAV can charge its battery at the operationallocation immediately upon completion of the infrastructure deploymenttask, while carrying out a transport task, and/or after carrying out oneor more transport tasks, among other options. Other examples are alsopossible.

II. ILLUSTRATIVE UNMANNED VEHICLES

Herein, the terms “unmanned aerial system” and “UAV” refer to anyautonomous or semi-autonomous vehicle that is capable of performing somefunctions without a physically present human pilot.

A UAV can take various forms. For example, a UAV may take the form of afixed-wing aircraft, a glider aircraft, a tail-sitter aircraft, a jetaircraft, a ducted fan aircraft, a lighter-than-air dirigible such as ablimp or steerable balloon, a rotorcraft such as a helicopter ormulticopter, and/or an ornithopter, among other possibilities. Further,the terms “drone,” “unmanned aerial vehicle system” (UAVS), or “unmannedaerial vehicle” (UAV) may also be used to refer to a UAV.

FIG. 1A is an isometric view of an example UAV 100. UAV 100 includeswing 102, booms 104, and a fuselage 106. Wings 102 may be stationary andmay generate lift based on the wing shape and the UAV's forwardairspeed. For instance, the two wings 102 may have an airfoil-shapedcross section to produce an aerodynamic force on UAV 100. In someembodiments, wing 102 may carry horizontal propulsion units 108, andbooms 104 may carry vertical propulsion units 110. In operation, powerfor the propulsion units may be provided from a battery compartment 112of fuselage 106. In some embodiments, fuselage 106 also includes anavionics compartment 114, an additional battery compartment (not shown)and/or a delivery unit (not shown, e.g., a winch system) for handlingthe payload. In some embodiments, fuselage 106 is modular, and two ormore compartments (e.g., battery compartment 112, avionics compartment114, other payload and delivery compartments) are detachable from eachother and securable to each other (e.g., mechanically, magnetically, orotherwise) to contiguously form at least a portion of fuselage 106.

In some embodiments, booms 104 terminate in rudders 116 for improved yawcontrol of UAV 100. Further, wings 102 may terminate in wing tips 117for improved control of lift of the UAV.

In the illustrated configuration, UAV 100 includes a structural frame.The structural frame may be referred to as a “structural H-frame” or an“H-frame” (not shown) of the UAV. The H-frame may include, within wings102, a wing spar (not shown) and, within booms 104, boom carriers (notshown). In some embodiments the wing spar and the boom carriers may bemade of carbon fiber, hard plastic, aluminum, light metal alloys, orother materials. The wing spar and the boom carriers may be connectedwith clamps. The wing spar may include pre-drilled holes for horizontalpropulsion units 108, and the boom carriers may include pre-drilledholes for vertical propulsion units 110.

In some embodiments, fuselage 106 may be removably attached to theH-frame (e.g., attached to the wing spar by clamps, configured withgrooves, protrusions or other features to mate with correspondingH-frame features, etc.). In other embodiments, fuselage 106 similarlymay be removably attached to wings 102. The removable attachment offuselage 106 may improve quality and or modularity of UAV 100. Forexample, electrical/mechanical components and/or subsystems of fuselage106 may be tested separately from, and before being attached to, theH-frame. Similarly, printed circuit boards (PCBs) 118 may be testedseparately from, and before being attached to, the boom carriers,therefore eliminating defective parts/subassemblies prior to completingthe UAV. For example, components of fuselage 106 (e.g., avionics,battery unit, delivery units, an additional battery compartment, etc.)may be electrically tested before fuselage 106 is mounted to theH-frame. Furthermore, the motors and the electronics of PCBs 118 mayalso be electrically tested before the final assembly. Generally, theidentification of the defective parts and subassemblies early in theassembly process lowers the overall cost and lead time of the UAV.Furthermore, different types/models of fuselage 106 may be attached tothe H-frame, therefore improving the modularity of the design. Suchmodularity allows these various parts of UAV 100 to be upgraded withouta substantial overhaul to the manufacturing process.

In some embodiments, a wing shell and boom shells may be attached to theH-frame by adhesive elements (e.g., adhesive tape, double-sided adhesivetape, glue, etc.). Therefore, multiple shells may be attached to theH-frame instead of having a monolithic body sprayed onto the H-frame. Insome embodiments, the presence of the multiple shells reduces thestresses induced by the coefficient of thermal expansion of thestructural frame of the UAV. As a result, the UAV may have betterdimensional accuracy and/or improved reliability.

Moreover, in at least some embodiments, the same H-frame may be usedwith the wing shell and/or boom shells having different size and/ordesign, therefore improving the modularity and versatility of the UAVdesigns. The wing shell and/or the boom shells may be made of relativelylight polymers (e.g., closed cell foam) covered by the harder, butrelatively thin, plastic skins.

The power and/or control signals from fuselage 106 may be routed to PCBs118 through cables running through fuselage 106, wings 102, and booms104. In the illustrated embodiment, UAV 100 has four PCBs, but othernumbers of PCBs are also possible. For example, UAV 100 may include twoPCBs, one per the boom. The PCBs carry electronic components 119including, for example, power converters, controllers, memory, passivecomponents, etc. In operation, propulsion units 108 and 110 of UAV 100are electrically connected to the PCBs.

Many variations on the illustrated UAV are possible. For instance,fixed-wing UAVs may include more or fewer rotor units (vertical orhorizontal), and/or may utilize a ducted fan or multiple ducted fans forpropulsion. Further, UAVs with more wings (e.g., an “x-wing”configuration with four wings), are also possible. Although FIG. 1Aillustrates two wings 102, two booms 104, two horizontal propulsionunits 108, and six vertical propulsion units 110 per boom 104, it shouldbe appreciated that other variants of UAV 100 may be implemented withmore or less of these components. For example, UAV 100 may include fourwings 102, four booms 104, and more or less propulsion units (horizontalor vertical).

Similarly, FIG. 1B shows another example of a fixed-wing UAV 120. Thefixed-wing UAV 120 includes a fuselage 122, two wings 124 with anairfoil-shaped cross section to provide lift for the UAV 120, a verticalstabilizer 126 (or fin) to stabilize the plane's yaw (turn left orright), a horizontal stabilizer 128 (also referred to as an elevator ortailplane) to stabilize pitch (tilt up or down), landing gear 130, and apropulsion unit 132, which can include a motor, shaft, and propeller.

FIG. 1C shows an example of a UAV 140 with a propeller in a pusherconfiguration. The term “pusher” refers to the fact that a propulsionunit 142 is mounted at the back of the UAV and “pushes” the vehicleforward, in contrast to the propulsion unit being mounted at the frontof the UAV. Similar to the description provided for FIGS. 1A and 1B,FIG. 1C depicts common structures used in a pusher plane, including afuselage 144, two wings 146, vertical stabilizers 148, and thepropulsion unit 142, which can include a motor, shaft, and propeller.

FIG. 1D shows an example of a tail-sitter UAV 160. In the illustratedexample, the tail-sitter UAV 160 has fixed wings 162 to provide lift andallow the UAV 160 to glide horizontally (e.g., along the x-axis, in aposition that is approximately perpendicular to the position shown inFIG. 1D). However, the fixed wings 162 also allow the tail-sitter UAV160 to take off and land vertically on its own.

For example, at a launch site, the tail-sitter UAV 160 may be positionedvertically (as shown) with its fins 164 and/or wings 162 resting on theground and stabilizing the UAV 160 in the vertical position. Thetail-sitter UAV 160 may then take off by operating its propellers 166 togenerate an upward thrust (e.g., a thrust that is generally along they-axis). Once at a suitable altitude, the tail-sitter UAV 160 may useits flaps 168 to reorient itself in a horizontal position, such that itsfuselage 170 is closer to being aligned with the x-axis than the y-axis.Positioned horizontally, the propellers 166 may provide forward thrustso that the tail-sitter UAV 160 can fly in a similar manner as a typicalairplane.

Many variations on the illustrated fixed-wing UAVs are possible. Forinstance, fixed-wing UAVs may include more or fewer propellers, and/ormay utilize a ducted fan or multiple ducted fans for propulsion.Further, UAVs with more wings (e.g., an “x-wing” configuration with fourwings), with fewer wings, or even with no wings, are also possible.

As noted above, some embodiments may involve other types of UAVs, inaddition to or in the alternative to fixed-wing UAVs. For instance, FIG.1E shows an example of a rotorcraft that is commonly referred to as amulticopter 180. The multicopter 180 may also be referred to as aquadcopter, as it includes four rotors 182. It should be understood thatexample embodiments may involve a rotorcraft with more or fewer rotorsthan the multicopter 180. For example, a helicopter typically has tworotors. Other examples with three or more rotors are possible as well.Herein, the term “multicopter” refers to any rotorcraft having more thantwo rotors, and the term “helicopter” refers to rotorcraft having tworotors.

Referring to the multicopter 180 in greater detail, the four rotors 182provide propulsion and maneuverability for the multicopter 180. Morespecifically, each rotor 182 includes blades that are attached to amotor 184. Configured as such, the rotors 182 may allow the multicopter180 to take off and land vertically, to maneuver in any direction,and/or to hover. Further, the pitch of the blades may be adjusted as agroup and/or differentially, and may allow the multicopter 180 tocontrol its pitch, roll, yaw, and/or altitude.

It should be understood that references herein to an “unmanned” aerialvehicle or UAV can apply equally to autonomous and semi-autonomousaerial vehicles. In an autonomous implementation, all functionality ofthe aerial vehicle is automated; e.g., pre-programmed or controlled viareal-time computer functionality that responds to input from varioussensors and/or pre-determined information. In a semi-autonomousimplementation, some functions of an aerial vehicle may be controlled bya human operator, while other functions are carried out autonomously.Further, in some embodiments, a UAV may be configured to allow a remoteoperator to take over functions that can otherwise be controlledautonomously by the UAV. Yet further, a given type of function may becontrolled remotely at one level of abstraction and performedautonomously at another level of abstraction. For example, a remoteoperator can control high level navigation decisions for a UAV, such asby specifying that the UAV should travel from one location to another(e.g., from a warehouse in a suburban area to a delivery address in anearby city), while the UAV's navigation system autonomously controlsmore fine-grained navigation decisions, such as the specific route totake between the two locations, specific flight controls to achieve theroute and avoid obstacles while navigating the route, and so on.

More generally, it should be understood that the example UAVs describedherein are not intended to be limiting. Example embodiments may relateto, be implemented within, or take the form of any type of unmannedaerial vehicle.

III. ILLUSTRATIVE UAV COMPONENTS

FIG. 2 is a simplified block diagram illustrating components of a UAV200, according to an example embodiment. UAV 200 may take the form of,or be similar in form to, one of the UAVs 100, 120, 140, 160, and 180described in reference to FIGS. 1A-1E. However, UAV 200 may also takeother forms.

UAV 200 may include various types of sensors, and may include acomputing system configured to provide the functionality describedherein. In the illustrated embodiment, the sensors of UAV 200 include aninertial measurement unit (IMU) 202, ultrasonic sensor(s) 204, and a GPS206, among other possible sensors and sensing systems.

In the illustrated embodiment, UAV 200 also includes one or moreprocessors 208. A processor 208 may be a general-purpose processor or aspecial purpose processor (e.g., digital signal processors, applicationspecific integrated circuits, etc.). The one or more processors 208 canbe configured to execute computer-readable program instructions 212 thatare stored in the data storage 210 and are executable to provide thefunctionality of a UAV described herein.

The data storage 210 may include or take the form of one or morecomputer-readable storage media that can be read or accessed by at leastone processor 208. The one or more computer-readable storage media caninclude volatile and/or non-volatile storage components, such asoptical, magnetic, organic or other memory or disc storage, which can beintegrated in whole or in part with at least one of the one or moreprocessors 208. In some embodiments, the data storage 210 can beimplemented using a single physical device (e.g., one optical, magnetic,organic or other memory or disc storage unit), while in otherembodiments, the data storage 210 can be implemented using two or morephysical devices.

As noted, the data storage 210 can include computer-readable programinstructions 212 and perhaps additional data, such as diagnostic data ofthe UAV 200. As such, the data storage 210 may include programinstructions 212 to perform or facilitate some or all of the UAVfunctionality described herein. For instance, in the illustratedembodiment, program instructions 212 include a navigation module 214 anda tether control module 216.

A. Sensors

In an illustrative embodiment, IMU 202 may include both an accelerometerand a gyroscope, which may be used together to determine an orientationof the UAV 200. In particular, the accelerometer can measure theorientation of the vehicle with respect to earth, while the gyroscopemeasures the rate of rotation around an axis. IMUs are commerciallyavailable in low-cost, low-power packages. For instance, an IMU 202 maytake the form of or include a miniaturized MicroElectroMechanical System(MEMS) or a NanoElectroMechanical System (NEMS). Other types of IMUs mayalso be utilized.

An IMU 202 may include other sensors, in addition to accelerometers andgyroscopes, which may help to better determine position and/or help toincrease autonomy of the UAV 200. Two examples of such sensors aremagnetometers and pressure sensors. In some embodiments, a UAV mayinclude a low-power, digital 3-axis magnetometer, which can be used torealize an orientation independent electronic compass for accurateheading information. However, other types of magnetometers may beutilized as well. Other examples are also possible. Further, note that aUAV can include some or all of the above-described inertia sensors asseparate components from an IMU.

UAV 200 may also include a pressure sensor or barometer, which can beused to determine the altitude of the UAV 200. Alternatively, othersensors, such as sonic altimeters or radar altimeters, can be used toprovide an indication of altitude, which may help to improve theaccuracy of and/or prevent drift of an IMU.

In a further aspect, UAV 200 may include one or more sensors that allowthe UAV to sense objects in the environment. For instance, in theillustrated embodiment, UAV 200 includes ultrasonic sensor(s) 204.Ultrasonic sensor(s) 204 can determine the distance to an object bygenerating sound waves and determining the time interval betweentransmission of the wave and receiving the corresponding echo off anobject. A typical application of an ultrasonic sensor for unmannedvehicles or IMUs is low-level altitude control and obstacle avoidance.An ultrasonic sensor can also be used for vehicles that need to hover ata certain height or need to be capable of detecting obstacles. Othersystems can be used to determine, sense the presence of, and/ordetermine the distance to nearby objects, such as a light detection andranging (LIDAR) system, laser detection and ranging (LADAR) system,and/or an infrared or forward-looking infrared (FLIR) system, amongother possibilities.

In some embodiments, UAV 200 may also include one or more imagingsystem(s). For example, one or more still and/or video cameras may beutilized by UAV 200 to capture image data from the UAV's environment. Asa specific example, charge-coupled device (CCD) cameras or complementarymetal-oxide-semiconductor (CMOS) cameras can be used with unmannedvehicles. Such imaging sensor(s) have numerous possible applications,such as obstacle avoidance, localization techniques, ground tracking formore accurate navigation (e.g., by applying optical flow techniques toimages), video feedback, and/or image recognition and processing, amongother possibilities.

UAV 200 may also include a GPS receiver 206. The GPS receiver 206 may beconfigured to provide data that is typical of well-known GPS systems,such as the GPS coordinates of the UAV 200. Such GPS data may beutilized by the UAV 200 for various functions. As such, the UAV may useits GPS receiver 206 to help navigate to the caller's location, asindicated, at least in part, by the GPS coordinates provided by theirmobile device. Other examples are also possible.

B. Navigation and Location Determination

The navigation module 214 may provide functionality that allows the UAV200 to, e.g., move about its environment and reach a desired location.To do so, the navigation module 214 may control the altitude and/ordirection of flight by controlling the mechanical features of the UAVthat affect flight (e.g., its rudder(s), elevator(s), aileron(s), and/orthe speed of its propeller(s)).

In order to navigate the UAV 200 to a target location (e.g., a deliverylocation), the navigation module 214 may implement various navigationtechniques, such as map-based navigation and localization-basednavigation, for instance. With map-based navigation, the UAV 200 may beprovided with a map of its environment, which may then be used tonavigate to a particular location on the map. With localization-basednavigation, the UAV 200 may be capable of navigating in an unknownenvironment using localization. Localization-based navigation mayinvolve the UAV 200 building its own map of its environment andcalculating its position within the map and/or the position of objectsin the environment. For example, as a UAV 200 moves throughout itsenvironment, the UAV 200 may continuously use localization to update itsmap of the environment. This continuous mapping process may be referredto as simultaneous localization and mapping (SLAM). Other navigationtechniques may also be utilized.

In some embodiments, the navigation module 214 may navigate using atechnique that relies on waypoints. In particular, waypoints are sets ofcoordinates that identify points in physical space. For instance, anair-navigation waypoint may be defined by a certain latitude, longitude,and altitude. Accordingly, navigation module 214 may cause UAV 200 tomove from waypoint to waypoint, in order to ultimately travel to a finaldestination (e.g., a final waypoint in a sequence of waypoints).

In a further aspect, the navigation module 214 and/or other componentsand systems of the UAV 200 may be configured for “localization” to moreprecisely navigate to the scene of a target location. More specifically,it may be desirable in certain situations for a UAV to be within athreshold distance of the target location where a payload 228 is beingdelivered by a UAV (e.g., within a few feet of the target destination).To this end, a UAV may use a two-tiered approach in which it uses amore-general location-determination technique to navigate to a generalarea that is associated with the target location, and then use amore-refined location-determination technique to identify and/ornavigate to the target location within the general area.

For example, the UAV 200 may navigate to the general area of a targetdestination where a payload 228 is being delivered using waypointsand/or map-based navigation. The UAV may then switch to a mode in whichit utilizes a localization process to locate and travel to a morespecific location. For instance, if the UAV 200 is to deliver a payloadto a user's home, the UAV 200 may need to be substantially close to thetarget location in order to avoid delivery of the payload to undesiredareas (e.g., onto a roof, into a pool, onto a neighbor's property,etc.). However, a GPS signal may only get the UAV 200 so far (e.g.,within a block of the user's home). A more preciselocation-determination technique may then be used to find the specifictarget location.

Various types of location-determination techniques may be used toaccomplish localization of the target delivery location once the UAV 200has navigated to the general area of the target delivery location. Forinstance, the UAV 200 may be equipped with one or more sensory systems,such as, for example, ultrasonic sensors 204, infrared sensors (notshown), and/or other sensors, which may provide input that thenavigation module 214 utilizes to navigate autonomously orsemi-autonomously to the specific target location.

As another example, once the UAV 200 reaches the general area of thetarget delivery location (or of a moving subject such as a person ortheir mobile device), the UAV 200 may switch to a “fly-by-wire” modewhere it is controlled, at least in part, by a remote operator, who cannavigate the UAV 200 to the specific target location. To this end,sensory data from the UAV 200 may be sent to the remote operator toassist them in navigating the UAV 200 to the specific location.

As yet another example, the UAV 200 may include a module that is able tosignal to a passer-by for assistance in either reaching the specifictarget delivery location; for example, the UAV 200 may display a visualmessage requesting such assistance in a graphic display, play an audiomessage or tone through speakers to indicate the need for suchassistance, among other possibilities. Such a visual or audio messagemight indicate that assistance is needed in delivering the UAV 200 to aparticular person or a particular location, and might provideinformation to assist the passer-by in delivering the UAV 200 to theperson or location (e.g., a description or picture of the person orlocation, and/or the person or location's name), among otherpossibilities. Such a feature can be useful in a scenario in which theUAV is unable to use sensory functions or another location-determinationtechnique to reach the specific target location. However, this featureis not limited to such scenarios.

In some embodiments, once the UAV 200 arrives at the general area of atarget delivery location, the UAV 200 may utilize a beacon from a user'sremote device (e.g., the user's mobile phone) to locate the person. Sucha beacon may take various forms. As an example, consider the scenariowhere a remote device, such as the mobile phone of a person whorequested a UAV delivery, is able to send out directional signals (e.g.,via an RF signal, a light signal and/or an audio signal). In thisscenario, the UAV 200 may be configured to navigate by “sourcing” suchdirectional signals—in other words, by determining where the signal isstrongest and navigating accordingly. As another example, a mobiledevice can emit a frequency, either in the human range or outside thehuman range, and the UAV 200 can listen for that frequency and navigateaccordingly. As a related example, if the UAV 200 is listening forspoken commands, then the UAV 200 can utilize spoken statements, such as“I'm over here!” to source the specific location of the personrequesting delivery of a payload.

In an alternative arrangement, a navigation module may be implemented ata remote computing device, which communicates wirelessly with the UAV200. The remote computing device may receive data indicating theoperational state of the UAV 200, sensor data from the UAV 200 thatallows it to assess the environmental conditions being experienced bythe UAV 200, and/or location information for the UAV 200. Provided withsuch information, the remote computing device may determine altitudinaland/or directional adjustments that should be made by the UAV 200 and/ormay determine how the UAV 200 should adjust its mechanical features(e.g., its rudder(s), elevator(s), aileron(s), and/or the speed of itspropeller(s)) in order to effectuate such movements. The remotecomputing system may then communicate such adjustments to the UAV 200 soit can move in the determined manner.

C. Communication Systems

In a further aspect, the UAV 200 includes one or more communicationsystems 218. The communications systems 218 may include one or morewireless interfaces and/or one or more wireline interfaces, which allowthe UAV 200 to communicate via one or more networks. Such wirelessinterfaces may provide for communication under one or more wirelesscommunication protocols, such as Bluetooth, WiFi (e.g., an IEEE 802.11protocol), Long-Term Evolution (LTE), WiMAX (e.g., an IEEE 802.16standard), a radio-frequency ID (RFID) protocol, near-fieldcommunication (NFC), and/or other wireless communication protocols. Suchwireline interfaces may include an Ethernet interface, a UniversalSerial Bus (USB) interface, or similar interface to communicate via awire, a twisted pair of wires, a coaxial cable, an optical link, afiber-optic link, or other physical connection to a wireline network.

In some embodiments, a UAV 200 may include communication systems 218that allow for both short-range communication and long-rangecommunication. For example, the UAV 200 may be configured forshort-range communications using Bluetooth and for long-rangecommunications under a CDMA protocol. In such an embodiment, the UAV 200may be configured to function as a “hot spot;” or in other words, as agateway or proxy between a remote support device and one or more datanetworks, such as a cellular network and/or the Internet. Configured assuch, the UAV 200 may facilitate data communications that the remotesupport device would otherwise be unable to perform by itself.

For example, the UAV 200 may provide a WiFi connection to a remotedevice, and serve as a proxy or gateway to a cellular service provider'sdata network, which the UAV might connect to under an LTE or a 3Gprotocol, for instance. The UAV 200 can also serve as a proxy or gatewayto a high-altitude balloon network, a satellite network, or acombination of these networks, among others, which a remote device mightnot be able to otherwise access.

D. Power Systems

In a further aspect, the UAV 200 may include power system(s) 220. Thepower system 220 may include one or more batteries for providing powerto the UAV 200. In one example, the one or more batteries may berechargeable and each battery may be recharged via a wired connectionbetween the battery and a power supply and/or via a wireless chargingsystem, such as an inductive charging system that applies an externaltime-varying magnetic field to an internal battery.

In a further aspect, the power systems 220 of UAV 200 a power interfacefor electronically coupling to an external AC power source, and an AC/DCconverter coupled to the power interface and operable to convertalternating current to direct current that charges the UAV's battery orbatteries. For instance, the power interface may include a power jack orother electric coupling for connecting to a 110V, 120V, 220V, or 240V ACpower source. Such a power system may facilitate a recipient-assistedrecharging process, where a recipient can connect the UAV to a standardpower source at a delivery location, such as the recipient's home oroffice. Additionally or alternatively, power systems 220 can include aninductive charging interface, such that recipient-assisted rechargingcan be accomplished wirelessly via an inductive charging systeminstalled or otherwise available at the delivery location.

E. Payload Delivery

The UAV 200 may employ various systems and configurations in order totransport and deliver a payload 228. In some implementations, thepayload 228 of a given UAV 200 may include or take the form of a“package” designed to transport various goods to a target deliverylocation. For example, the UAV 200 can include a compartment, in whichan item or items may be transported. Such a package may one or more fooditems, purchased goods, medical items, or any other object(s) having asize and weight suitable to be transported between two locations by theUAV. In some embodiments, a payload 228 may simply be the one or moreitems that are being delivered (e.g., without any package housing theitems). And, in some embodiments, the items being delivered, thecontainer or package in which the items are transported, and/or othercomponents may all be considered to be part of the payload.

In some embodiments, the payload 228 may be attached to the UAV andlocated substantially outside of the UAV during some or all of a flightby the UAV. For example, the package may be tethered or otherwisereleasably attached below the UAV during flight to a target location. Inan embodiment where a package carries goods below the UAV, the packagemay include various features that protect its contents from theenvironment, reduce aerodynamic drag on the system, and prevent thecontents of the package from shifting during UAV flight.

For instance, when the payload 228 takes the form of a package fortransporting items, the package may include an outer shell constructedof water-resistant cardboard, plastic, or any other lightweight andwater-resistant material. Further, in order to reduce drag, the packagemay feature smooth surfaces with a pointed front that reduces thefrontal cross-sectional area. Further, the sides of the package maytaper from a wide bottom to a narrow top, which allows the package toserve as a narrow pylon that reduces interference effects on the wing(s)of the UAV. This may move some of the frontal area and volume of thepackage away from the wing(s) of the UAV, thereby preventing thereduction of lift on the wing(s) cause by the package. Yet further, insome embodiments, the outer shell of the package may be constructed froma single sheet of material in order to reduce air gaps or extramaterial, both of which may increase drag on the system. Additionally oralternatively, the package may include a stabilizer to dampen packageflutter. This reduction in flutter may allow the package to have a lessrigid connection to the UAV and may cause the contents of the package toshift less during flight.

In order to deliver the payload, the UAV may include a tether system221, which may be controlled by the tether control module 216 in orderto lower the payload 228 to the ground while the UAV hovers above. Thetether system 221 may include a tether, which is couplable to a payload228 (e.g., a package). The tether 224 may be wound on a spool that iscoupled to a motor 222 of the UAV (although passive implementations,without a motor, are also possible). The motor may be a DC motor (e.g.,a servo motor) that can be actively controlled by a speed controller,although other motor configurations are possible. In some embodiments,the tether control module 216 can control the speed controller to causethe 222 to rotate the spool, thereby unwinding or retracting the tetherand lowering or raising the payload coupling apparatus. In practice, aspeed controller may output a desired operating rate (e.g., a desiredRPM) for the spool, which may correspond to the speed at which thetether system should lower the payload towards the ground. The motor maythen rotate the spool so that it maintains the desired operating rate(or within some allowable range of operating rates).

In order to control the motor via a speed controller, the tether controlmodule 216 may receive data from a speed sensor (e.g., an encoder)configured to convert a mechanical position to a representative analogor digital signal. In particular, the speed sensor may include a rotaryencoder that may provide information related to rotary position (and/orrotary movement) of a shaft of the motor or the spool coupled to themotor, among other possibilities. Moreover, the speed sensor may takethe form of an absolute encoder and/or an incremental encoder, amongothers. So in an example implementation, as the motor causes rotation ofthe spool, a rotary encoder may be used to measure this rotation. Indoing so, the rotary encoder may be used to convert a rotary position toan analog or digital electronic signal used by the tether control module216 to determine the amount of rotation of the spool from a fixedreference angle and/or to an analog or digital electronic signal that isrepresentative of a new rotary position, among other options. Otherexamples are also possible.

In some embodiments, a payload coupling component (e.g., a hook oranother type of coupling component) can be configured to secure thepayload 228 while being lowered from the UAV by the tether. The couplingapparatus or component and can be further configured to release thepayload 228 upon reaching ground level via electrical orelectro-mechanical features of the coupling component. The payloadcoupling component can then be retracted to the UAV by reeling in thetether using the motor.

In some implementations, the payload 228 may be passively released onceit is lowered to the ground. For example, a payload coupling componentmay provide a passive release mechanism, such as one or more swing armsadapted to retract into and extend from a housing. An extended swing armmay form a hook on which the payload 228 may be attached. Upon loweringthe release mechanism and the payload 228 to the ground via a tether, agravitational force as well as a downward inertial force on the releasemechanism may cause the payload 228 to detach from the hook allowing therelease mechanism to be raised upwards toward the UAV. The releasemechanism may further include a spring mechanism that biases the swingarm to retract into the housing when there are no other external forceson the swing arm. For instance, a spring may exert a force on the swingarm that pushes or pulls the swing arm toward the housing such that theswing arm retracts into the housing once the weight of the payload 228no longer forces the swing arm to extend from the housing. Retractingthe swing arm into the housing may reduce the likelihood of the releasemechanism snagging the payload 228 or other nearby objects when raisingthe release mechanism toward the UAV upon delivery of the payload 228.

In another implementation, a payload coupling component may include ahook feature that passively releases the payload when the payloadcontacts the ground. For example, the payload coupling component maytake the form of or include a hook feature that is sized and shaped tointeract with a corresponding attachment feature (e.g., a handle orhole) on a payload taking the form of a container or tote. The hook maybe inserted into the handle or hole of the payload container, such thatthe weight of the payload keeps the payload container secured to thehook feature during flight. However, the hook feature and payloadcontainer may be designed such that when the container contacts theground and is supported from below, the hook feature slides out of thecontainer's attachment feature, thereby passively releasing the payloadcontainer. Other passive release configurations are also possible.

Active payload release mechanisms are also possible. For example,sensors such as a barometric pressure based altimeter and/oraccelerometers may help to detect the position of the release mechanism(and the payload) relative to the ground. Data from the sensors can becommunicated back to the UAV and/or a control system over a wirelesslink and used to help in determining when the release mechanism hasreached ground level (e.g., by detecting a measurement with theaccelerometer that is characteristic of ground impact). In otherexamples, the UAV may determine that the payload has reached the groundbased on a weight sensor detecting a threshold low downward force on thetether and/or based on a threshold low measurement of power drawn by thewinch when lowering the payload.

Other systems and techniques for delivering a payload, in addition or inthe alternative to a tethered delivery system are also possible. Forexample, a UAV 200 can include an air-bag drop system or a parachutedrop system. Alternatively, a UAV 200 carrying a payload can simply landon the ground at a delivery location. Other examples are also possible.

In some arrangements, a UAV may not include a tether system 221. Forexample, a UAV can include an internal compartment or bay in which theUAV can hold items during transport. Such a compartment can beconfigured as a top-loading, side-loading, and/or bottom-loadingchamber. The UAV may include electrical and/or mechanical means (e.g.,doors) that allow the interior compartment in the UAV to be opened andclosed. Accordingly, the UAV may open the compartment in variouscircumstances, such as: (a) when picking up an item for delivery at anitem source location, such that the item can be placed in the UAV fordelivery, (b) upon arriving at a delivery location, such that therecipient can place an item for return into the UAV, and/or (c) in othercircumstances. Further, it is also contemplated, that other non-tetheredmechanisms for securing payload items to a UAV are also possible, suchas various fasteners for securing items to the UAV housing, among otherpossibilities. Yet further, a UAV may include an internal compartmentfor transporting items and/or other non-tethered mechanisms for securingpayload items, in addition or in the alternative to a tether system 221.

IV. ILLUSTRATIVE UAV DEPLOYMENT SYSTEMS

UAV systems may be implemented in order to provide various UAV-relatedservices. In particular, UAVs may be provided at a number of differentlaunch sites that may be in communication with regional and/or centralcontrol systems. Such a distributed UAV system may allow UAVs to bequickly deployed to provide services across a large geographic area(e.g., that is much larger than the flight range of any single UAV). Forexample, UAVs capable of carrying payloads may be distributed at anumber of launch sites across a large geographic area (possibly eventhroughout an entire country, or even worldwide), in order to provideon-demand transport of various items to locations throughout thegeographic area. FIG. 3 is a simplified block diagram illustrating adistributed UAV system 300, according to an example embodiment.

In the illustrative UAV system 300, an access system 302 may allow forinteraction with, control of, and/or utilization of a network of UAVs304. In some embodiments, an access system 302 may be a computing systemthat allows for human-controlled dispatch of UAVs 304. As such, thecontrol system may include or otherwise provide a user interface throughwhich a user can access and/or control the UAVs 304.

In some embodiments, dispatch of the UAVs 304 may additionally oralternatively be accomplished via one or more automated processes. Forinstance, the access system 302 may dispatch one of the UAVs 304 totransport a payload to a target location, and the UAV may autonomouslynavigate to the target location by utilizing various on-board sensors,such as a GPS receiver and/or other various navigational sensors.

Further, the access system 302 may provide for remote operation of aUAV. For instance, the access system 302 may allow an operator tocontrol the flight of a UAV via its user interface. As a specificexample, an operator may use the access system 302 to dispatch a UAV 304to a target location. The UAV 304 may then autonomously navigate to thegeneral area of the target location. At this point, the operator may usethe access system 302 to take control of the UAV 304 and navigate theUAV to the target location (e.g., to a particular person to whom apayload is being transported). Other examples of remote operation of aUAV are also possible.

In an illustrative embodiment, the UAVs 304 may take various forms. Forexample, each of the UAVs 304 may be a UAV such as those illustrated inFIG. 1, 2, 3, or 4. However, UAV system 300 may also utilize other typesof UAVs without departing from the scope of the invention. In someimplementations, all of the UAVs 304 may be of the same or a similarconfiguration. However, in other implementations, the UAVs 304 mayinclude a number of different types of UAVs. For instance, the UAVs 304may include a number of types of UAVs, with each type of UAV beingconfigured for a different type or types of payload deliverycapabilities.

The UAV system 300 may further include a remote device 306, which maytake various forms. Generally, the remote device 306 may be any devicethrough which a direct or indirect request to dispatch a UAV can bemade. (Note that an indirect request may involve any communication thatmay be responded to by dispatching a UAV, such as requesting a packagedelivery). In an example embodiment, the remote device 306 may be amobile phone, tablet computer, laptop computer, personal computer, orany network-connected computing device. Further, in some instances, theremote device 306 may not be a computing device. As an example, astandard telephone, which allows for communication via plain oldtelephone service (POTS), may serve as the remote device 306. Othertypes of remote devices are also possible.

Further, the remote device 306 may be configured to communicate withaccess system 302 via one or more types of communication network(s) 308.For example, the remote device 306 may communicate with the accesssystem 302 (or a human operator of the access system 302) bycommunicating over a POTS network, a cellular network, and/or a datanetwork such as the Internet. Other types of networks may also beutilized.

In some embodiments, the remote device 306 may be configured to allow auser to request pickup of one or more items from a certain sourcelocation and/or delivery of one or more items to a desired location. Forexample, a user can request UAV delivery of a package to their home viatheir mobile phone, tablet, or laptop. As another example, a user canrequest dynamic delivery to wherever they are located at the time ofdelivery. To provide such dynamic delivery, the UAV system 300 mayreceive location information (e.g., GPS coordinates, etc.) from theuser's mobile phone, or any other device on the user's person, such thata UAV can navigate to the user's location (as indicated by their mobilephone).

In some embodiments, a business user (e.g., a restaurant) can utilizeone or more remote devices 306 to request that a UAV be dispatched topick up one or more items (e.g., a food order) from a source location(e.g., the restaurant's address), and then deliver the one or more itemsto a target location (e.g., a customer's address). Further, in suchembodiments, there may be a number of remote devices 306 associated witha common item-provider account (e.g., an account used by multipleemployees and/or owners of a particular restaurant). Additionally, insuch embodiments, a remote device 306 may be utilized to senditem-provider submissions to a transport-provider computing system(e.g., central dispatch system 310 and or local dispatch system 312),which each indicate a respective quantitative measure for a given amountof UAV transport service at a given future time. For example, remotedevice 306 may be utilized to generate and send an item-providersubmission that specifies a level of desired UAV transport services(e.g., number and/or rate of expected UAV delivery flights), and/or amonetary value corresponding to the item provider's need for UAVtransport services, at a particular time or during a particular periodof time in the future.

In an illustrative arrangement, the central dispatch system 310 may be aserver or group of servers, which is configured to receive dispatchmessages requests and/or dispatch instructions from the access system302. Such dispatch messages may request or instruct the central dispatchsystem 310 to coordinate the deployment of UAVs to various targetlocations. The central dispatch system 310 may be further configured toroute such requests or instructions to one or more local dispatchsystems 312. To provide such functionality, the central dispatch system310 may communicate with the access system 302 via a data network, suchas the Internet or a private network that is established forcommunications between access systems and automated dispatch systems.

In the illustrated configuration, the central dispatch system 310 may beconfigured to coordinate the dispatch of UAVs 304 from a number ofdifferent local dispatch systems 312. As such, the central dispatchsystem 310 may keep track of which UAVs 304 are located at which localdispatch systems 312, which UAVs 304 are currently available fordeployment, and/or which services or operations each of the UAVs 304 isconfigured for (in the event that a UAV fleet includes multiple types ofUAVs configured for different services and/or operations). Additionallyor alternatively, each local dispatch system 312 may be configured totrack which of its associated UAVs 304 are currently available fordeployment and/or are currently in the midst of item transport.

In some cases, when the central dispatch system 310 receives a requestfor UAV-related service (e.g., transport of an item) from the accesssystem 302, the central dispatch system 310 may select a specific UAV304 to dispatch. The central dispatch system 310 may accordinglyinstruct the local dispatch system 312 that is associated with theselected UAV to dispatch the selected UAV. The local dispatch system 312may then operate its associated deployment system 314 to launch theselected UAV. In other cases, the central dispatch system 310 mayforward a request for a UAV-related service to a local dispatch system312 that is near the location where the support is requested and leavethe selection of a particular UAV 304 to the local dispatch system 312.

In an example configuration, the local dispatch system 312 may beimplemented as a computing system at the same location as the deploymentsystem(s) 314 that it controls. For example, the local dispatch system312 may be implemented by a computing system installed at a building,such as a warehouse, where the deployment system(s) 314 and UAV(s) 304that are associated with the particular local dispatch system 312 arealso located. In other embodiments, the local dispatch system 312 may beimplemented at a location that is remote to its associated deploymentsystem(s) 314 and UAV(s) 304.

Numerous variations on and alternatives to the illustrated configurationof the UAV system 300 are possible. For example, in some embodiments, auser of the remote device 306 can request delivery of a package directlyfrom the central dispatch system 310. To do so, an application may beimplemented on the remote device 306 that allows the user to provideinformation regarding a requested delivery, and generate and send a datamessage to request that the UAV system 300 provide the delivery. In suchan embodiment, the central dispatch system 310 may include automatedfunctionality to handle requests that are generated by such anapplication, evaluate such requests, and, if appropriate, coordinatewith an appropriate local dispatch system 312 to deploy a UAV.

Further, some or all of the functionality that is attributed herein tothe central dispatch system 310, the local dispatch system(s) 312, theaccess system 302, and/or the deployment system(s) 314 may be combinedin a single system, implemented in a more complex system (e.g., havingmore layers of control), and/or redistributed among the central dispatchsystem 310, the local dispatch system(s) 312, the access system 302,and/or the deployment system(s) 314 in various ways.

Yet further, while each local dispatch system 312 is shown as having twoassociated deployment systems 314, a given local dispatch system 312 mayalternatively have more or fewer associated deployment systems 314.Similarly, while the central dispatch system 310 is shown as being incommunication with two local dispatch systems 312, the central dispatchsystem 310 may alternatively be in communication with more or fewerlocal dispatch systems 312.

In a further aspect, the deployment systems 314 may take various forms.In some implementations, some or all of the deployment systems 314 maybe a structure or system that passively facilitates a UAV taking offfrom a resting position to begin a flight. For example, some or all ofthe deployment systems 314 may take the form of a landing pad, a hangar,and/or a runway, among other possibilities. As such, a given deploymentsystem 314 may be arranged to facilitate deployment of one UAV 304 at atime, or deployment of multiple UAVs (e.g., a landing pad large enoughto be utilized by multiple UAVs concurrently).

Additionally or alternatively, some or all of deployment systems 314 maytake the form of or include systems for actively launching one or moreof the UAVs 304. Such launch systems may include features that providefor an automated UAV launch and/or features that allow for ahuman-assisted UAV launch. Further, a given deployment system 314 may beconfigured to launch one particular UAV 304, or to launch multiple UAVs304.

Note that deployment systems 314 may also be configured to passivelyfacilitate and/or actively assist a UAV when landing. For example, thesame landing pad can be used for take-off and landing. Additionally oralternatively, a deployment system can include a robotic arm operable toreceive an incoming UAV. A deployment system 314 can also include otherstructures and/or systems to assist and/or facilitate UAV landingprocesses. Further, structures and/or systems to assist and/orfacilitate UAV landing processes may be implemented as separatestructures and/or systems, so long as UAVs can move or be moved from alanding structure or system to a deployment system 314 forre-deployment.

The deployment systems 314 may further be configured to provideadditional functions, including for example, diagnostic-relatedfunctions such as verifying system functionality of the UAV, verifyingfunctionality of devices that are housed within a UAV (e.g., a payloaddelivery apparatus), and/or maintaining devices or other items that arehoused in the UAV (e.g., by monitoring a status of a payload such as itstemperature, weight, etc.).

In some embodiments, local dispatch systems 312 (along with theirrespective deployment system(s) 314 may be strategically distributedthroughout an area such as a city. For example, local dispatch systems312 may be strategically distributed such that each local dispatchsystems 312 is proximate to one or more payload pickup locations (e.g.,near a restaurant, store, or warehouse). However, the local dispatchsystems 312 may be distributed in other ways, depending upon theparticular implementation.

As an additional example, kiosks that allow users to transport packagesvia UAVs may be installed in various locations. Such kiosks may includeUAV launch systems, and may allow a user to provide their package forloading onto a UAV and pay for UAV shipping services, among otherpossibilities. Other examples are also possible.

In a further aspect, the UAV system 300 may include or have access to auser-account database 316. The user-account database 316 may includedata for a number of user accounts, and which are each associated withone or more person. For a given user account, the user-account database316 may include data related to or useful in providing UAV-relatedservices. Typically, the user data associated with each user account isoptionally provided by an associated user and/or is collected with theassociated user's permission.

Further, in some embodiments, a person may be required to register for auser account with the UAV system 300, if they wish to be provided withUAV-related services by the UAVs 304 from UAV system 300. As such, theuser-account database 316 may include authorization information for agiven user account (e.g., a user name and password), and/or otherinformation that may be used to authorize access to a user account.

In some embodiments, a person may associate one or more of their deviceswith their user account, such that they can access the services of UAVsystem 300. For example, when a person uses an associated mobile phoneto, e.g., place a call to an operator of the access system 302 or send amessage requesting a UAV-related service to a dispatch system, the phonemay be identified via a unique device identification number, and thecall or message may then be attributed to the associated user account.Other examples are also possible.

Additionally or alternatively, an item provider that wishes to delivertheir products using UAV transport services provided by an ATSP todeliver, can register for an item-provider account with the UAV system300. As such, the user-account database 316 may include authorizationinformation for a given item-provider account (e.g., one or more username and password combinations), and/or other information that may beused to authorize access to a given item-provider account.Alternatively, data for item-provider accounts may be kept in a separatedatabase from recipient user accounts. Other data structures and storageconfigurations for storing such account data are also possible.

V. UAV TRANSPORT SERVICES WITH SEPARATELY LOCATED ITEM PROVIDERS AND UAVHUBS

As noted above, an ATSP may be a separate entity from the entity orentities that provide the items being transported and/or interface withthe recipients who request delivery of these items. For example, acompany that operates a fleet of UAVs configured for item delivery mayprovide delivery services for third-party entities, such as restaurants,clothing stores, grocery stores, and other “brick and mortar” and/oronline retailers, among other possibilities. These third-party entitiesmay have accounts with the UAV transport service provider, via which thethird-parties can request and/or purchase UAV transport services fromthe transport service provider. Further, the third-party entities caninterface with recipients (e.g., customers) directly, or throughcomputing systems (e.g., applications and/or server systems) provided bythe UAV transport service provider.

FIG. 4 is a block diagram showing an example arrangement for an aerialtransport provider control system 402, which coordinates UAV transportservices for a plurality of item providers that are located remotelyfrom the service provider's dispatch locations, and served by aplurality of UAV hubs at various locations. As shown, an aerialtransport service provider (ATSP) 402 may be communicatively coupled toUAV nests 404 a to 404 d, and communicatively coupled to item-providercomputing systems 406 a to 406 d. Such communicative couplings may beimplemented using various types of wired and/or wireless communicationprotocols and networks.

Each UAV nest 404 a to 404 d is a facility where UAVs can be stored forat least a short period of time, and from which UAVs can begin carryingout a UAV transport task (e.g., where UAVs can take off). In someimplementations, some or all of UAV nests 404 a to 404 d may take theform of a local dispatch system and one or more deployment systems, suchas those described in reference to FIG. 3 above. Of course, some or allUAV nests 404 a to 404 d can also take other forms and/or performdifferent functions.

Each item-provider computing system 406 a to 406 d may be associatedwith a different item-provider account. As such, a given item-providercomputing system 406 a to 406 d may include one or more computingdevices that are authorized to access the corresponding item-provideraccount with ATSP 402. Further, ATSP 402 may store data foritem-provider accounts in an item-provider account database 407.

In practice, a given item-provider computing system 406 a to 406 d mayinclude one or more remote computing devices (e.g., such as one or moreremote devices 306 described in reference to FIG. 3), which have loggedin to or otherwise been authorized to access the same item-provideraccount (e.g., cell phones, laptops, and/or computing devices of abusiness's employees). Additionally or alternatively, an item-providercomputing system 406 a to 406 d may be implemented with less of anad-hoc approach; e.g., with one or more dedicated user-interfaceterminals installed at the item provider's facilities. Other types ofitem-provider computing systems are also possible.

In order to provide UAV transport services to various item providers inan efficient and flexible manner, a UAV transport service provider 402may dynamically assign different UAVs to transport tasks for differentitem providers based on demand and/or other factors, rather thanpermanently assigning each UAV to a particular item provider. As such,the particular UAV or UAVs that carry out transport tasks for a giventhird-party item provider may vary over time.

The dynamic assignment of UAVs to flights for a number of different itemproviders can help a UAV transport service provider to more efficientlyutilize a group of UAVs (e.g., by reducing unnecessary UAV downtime), ascompared to an arrangement where specific UAVs are permanently assignedto specific item providers. More specifically, to dynamically assignUAVs to transport requests from third-party item providers, the UAVtransport service provider 402 can dynamically redistribute UAVs amongsta number of UAV deployment locations (which may be referred to as, e.g.,“hubs” or “nests”) through a service area, according to time-varyinglevels of demand at various locations or sub-areas within the servicearea.

With such an arrangement, a delivery flight may involve the additionalflight leg to fly from the UAV hub to the item-provider's location topick up the item or items for transport, before flying to the deliverylocation, as compared to an arrangement where delivery UAVs arestationed at the source location for items (such as a distributor orretailer warehouse or a restaurant). While the flight leg between theUAV hub and a pickup location has associated costs, these costs can beoffset by more efficient use of each UAV (e.g., more flights, and lessunnecessary ground time, in a given period of time), which in turn canallow for a lesser number of UAVs to be utilized for a given number oftransport tasks.

VI. DEPLOYMENT OF OPERATIONAL INFRASTRUCTURE

In accordance with the present disclosure, a UAV can be arranged todeploy operational infrastructure. Generally, operational infrastructuremay be any structure, device, or equipment that can be deployed in orderto enable charging of a UAV's battery. In particular, operationalinfrastructure can be one or more parts of a ground charging system thatis configured to charge batteries of one or more UAVs. Additionally oralternatively, operational infrastructure can be an entire chargingsystem. In some implementations, the present disclosure may extend tooperational infrastructure being any structure, device, or equipmentthat can be deployed in order to establish a short-term or long-termstorage space, such as for storing or housing a UAV, one or more partsof a charging system, and/or transport item(s), among others.

In practice, a UAV can deploy operational infrastructure in variousways. In one example, a UAV can carry out a tethered pickup and/ordelivery of operational infrastructure. In another example, operationalinfrastructure can be attached to a top, bottom, and/or side portion ofa UAV (e.g., without use of a tether), so that the UAV can transport theattached operational infrastructure. In yet another example, operationalinfrastructure can be housed within an interior compartment of the UAV,so that the UAV can transport the operational infrastructure. Otherexamples are also possible.

FIG. 5A next illustrates an adaptable charging system 500 includingoperational infrastructure that is deployable by a UAV. Specifically,the system 500 includes a universal power interface 502 having a powercable 504, and also includes a charging interface 506 a.

As an initial matter, the universal power interface 502 can be installed(e.g., attached to or otherwise placed) on any feasible structure, suchas a roof of a house, as shown, other roofs, or other permanent orsemi-permanent structures As part of the process of installing theuniversal power interface 502, the power cable 504 can be connected to apower supply directly or via another device, such as a power socket forinstance, so that the universal power interface 502 can receiveelectrical power from the power supply via the power cable 504. Inpractice, installation of the universal power interface 502 can becarried out by an individual, such as a technician for example.

Additionally, charging interface 506 a can be arranged to transferelectrical power to a battery of a UAV. In particular, charginginterface 506 a may include a receptacle 508 a having a shape (e.g., acone and/or pyramid shape) that substantially complements a shape of theuniversal power interface 502, thereby providing for coupling of thecharging interface 506 a to the universal power interface 502. Couplingof the charging interface 506 a to the universal power interface 502 mayenable transfer of electrical power to the charging interface 506 a, forexample, using electrical equipment in the receptacle 508 a configuredto receive such power from the universal power interface 502. In turn,this electrical power can then be further transferred from the charginginterface 506 a to a battery of a UAV that has landed on or nearby thecharging interface 506 a, and such transfer can be carried out via awired or a wireless power connection for instance.

Furthermore, charging interface 506 a can be coupled to and/or removedfrom the universal power interface 502 in various ways. For example, thecharging interface 506 a can include a hook 510 a onto which a tether ofa UAV can couple. Hook 510 a may allow the UAV to pick up the charginginterface 506 a, aerially transport the charging interface 506 a, dropthe charging interface 506 a onto the universal power interface 502,and/or remove the charging interface 506 a from the universal powerinterface 502, among other options. Other examples are also possible.

FIG. 5B next illustrates another charging interface 506 b that can bedeployed onto the same universal power interface 502.

As an initial matter, a next generation charging interface 506 b may besimilar to the charging interface 506 a in various ways. For example,the charging interface 506 b may also include a receptacle 508 b havinga shape (e.g., a cone and/or pyramid shape) that substantiallycomplements a shape of the universal power interface 502, therebyproviding for coupling of the charging interface 506 a to the universalpower interface 502. In another example, the charging interface 506 bmay also include a hook 510 b onto which a tether of a UAV can couple.In yet another example, the charging interface 506 b may also includeequipment that provide for transfer of electrical power from theuniversal power interface 502 to a battery of a UAV.

However, the next generation charging interface 506 b can also bedifferent from the charging interface 506 a in various ways. Forexample, charging interface 506 b can have a weight, shape, and/or sizethat are different from that of the charging interface 506 a. Forinstance, charging interface 506 b can have a weight that is lesser thana weight of charging interface 506 a. In another example, the charginginterface 506 b can use a different approach for transferring electricalpower to a battery of a UAV. For instance, the charging interface 506 amay be configured to transfer electrical power to a battery of a UAVusing a wired connection. Whereas, the charging interface 506 b may beconfigured to wirelessly transfer electrical power to a battery of aUAV. Other examples are also possible.

Accordingly, the above-described arrangement of the adaptable chargingsystem 500 can be advantageous for various reasons. For example, such anarrangement can allow for deployment in a geographic area of a pluralityof charging interfaces by one or more UAVs in a self-scaling manner andwithout the assistance of an individual. In another example, such anarrangement can allow for removal of a given charging interface, so thatthe given charging interface can undergo maintenance and/or be replacedby another charging interface, such as by an equivalent charginginterface or by a “next generation” charging interface. Other examplesare also possible.

FIG. 6 next illustrates a solar charging system 600 includingoperational infrastructure that is deployable by a UAV. Morespecifically, the system 600 includes a solar panel 602, such as anycurrently available or future-developed solar panel that is configuredto convert sunlight into electrical power. Additionally, the system 600may include an energy storage device 604 configured to store electricalpower generated by the solar panel 602, such as for the purpose ofdelivering that stored electrical power to a UAV at any feasible time(e.g., nighttime, other times where solar panel 602 has limited or no UVexposure). Further, the system 600 may include a charge pad 606 that mayhave electrical equipment configured to transfer electrical power fromthe solar panel 602 and/or the energy storage device 604 to a battery ofa UAV that has landed on or nearby the charge pad 606, and such transfercan be carried out via a wired or a wireless power connection forinstance.

Moreover, the solar charging system 600 can be arranged for deploymentby a UAV. As an initial matter, the system 600 can be relativelylightweight, such as by having a weight that is lesser than a weight ofa UAV arranged or otherwise designated to transport the system 600.Additionally, the system 600 can include a hook 608 onto which a tetherof a UAV can couple. And this hook 608 may allow the UAV to pick up thesystem 600, aerially transport the system 600, drop off the system 600at a given location (e.g., a roof of a house), and/or remove the system600 from the given location, among other options. Other examples andillustrations are also possible.

In some cases, a next generation solar charging system (not shown) canbe developed. The next generation solar charging system may be similarto the solar charging system 600 in various ways. For example, the nextgeneration solar charging system may also include a solar panel, anenergy storage device, and a charge pad. However, the next generationsolar charging system can also be different from the solar chargingsystem 600 in various ways. For example, the next generation solarcharging system can have a weight, shape, and/or size that are differentfrom that of the solar charging system 600. For instance, the nextgeneration solar charging system can have a weight that is lesser than aweight of solar charging system 600. Other examples are also possible.

Accordingly, any existing operational infrastructure that is deployableby a UAV in accordance with the present disclosure could be updated overtime through development of a next generation operational infrastructurethat is also deployable by a UAV. The next generation operationalinfrastructure can be different from the existing operationalinfrastructure in any feasible manner, such as in any of the waysdescribed herein, for instance. As such, by way of example, existingoperational infrastructure can be replaced at any feasible time by otheroperational infrastructure, such as by equivalent operationalinfrastructure or by a “next generation” operational infrastructure.Other examples are also possible.

VII. DETERMINING OPERATIONAL LOCATION(S) FOR UAV(S)

Generally, an operational location may be a location within a geographicarea at which operational infrastructure can be deployed. For example,an operational location may be a location at which a UAV nest (e.g., UAVnest 404 a) has been set up or will be set up. Additionally oralternatively, an operational location may be a location other than alocation of a UAV nest, such as a roof of a house, or other building orstructure, in the geographic area, among other options. In either case,an operational location can be a location at which a UAV can charge theUAV's battery after operational infrastructure has been deployed, andperhaps also one from which a UAV can carry out a UAV transport task,which may include pickup of an item at an item-source location (can alsobe referred to herein as a pickup location) and subsequent delivery ofthe item at a delivery location.

In accordance with the present disclosure, a control system (e.g., ATSP402) can determine one or more operational locations in various ways.

In one example, the operational locations can be locations that havebeen permitted for use as operational locations. In particular, thecontrol system can determine a plurality of authorized locations atwhich respective deployment of operational infrastructure is permitted.When the control system determines operational location(s), the controlsystem may determine the operational location(s) based on eachoperational location being one of the determined authorized locations.

In another example, the control system may determine operationallocation(s) in accordance with respective flight ranges of UAV(s). Inparticular, the control system can determine a flight range respectivelyof one or more UAVs from a group, and can then determine the operationallocation(s) based on the determined flight range(s). For instance, thecontrol system can determine an operational location for a UAV, so thata distance between a source location of the UAV, which is furtherdescribed herein, and the operational location is less than a determinedflight range of the UAV. In another instance, the control system candetermine an operational location for a UAV, so that a round tripdistance between the operational location and a common itempickup/delivery location (e.g., a third-party entity) is less than adetermined flight range of the UAV. As such, consideration of a UAV'sflight range when determining an operational location for a UAV canpossibly allow the UAV to carry out an item transport task from theoperational location without fully depleting the UAV's battery.

In yet another example, the control system may determine operationallocation(s) in accordance with demand for aerial transport services of agroup of UAVs in a geographic area. In particular, the control systemcan determine current and/or expected demand for the aerial transportservices, and can do so in various ways. For instance, the controlsystem can determine or estimate demand in various sub areas of thegeographic area based on locations of third-party entities that haveaccounts with a UAV transport service provider, based on populationdensity at those sub areas, based on historical informationrepresentative of previous item transport tasks carried out by UAVs,and/or based on requested and yet to be completed item transport tasks,among other options. Once the control system determines demand for theaerial transport services, the control system may then determineoperational location(s) that would enable a group of UAVs to meet thatdetermined demand.

In this regard, determination of operational location based on demandcan occur dynamically, so that operational infrastructure can bedynamically redeployed from sub area(s) having relatively low demand tosub area(s) that have relatively high demand. Consequently, aerialtransport services can be provided in a self-scaling manner and withoutunder-utilization of operational infrastructure.

Accordingly, when the control system determines operational location(s),the control system can do so based on one or more of the describedfactors, among others. And the control system can be configured to usemachine learning or other techniques to improve over time the approachfor determining operational location(s).

By way of example, after certain operational location(s) are determinedand UAV(s) carry out transport task(s) from these operationallocation(s), the control system can determine performance of thoseoperational location(s), such as based on time and/or energy spent byUAV(s) to pick up and/or deliver item(s) when operating from theseoperational location(s), among other options. And this determinedperformance can be fed back as training data to a machine learningprocess, so that the machine learning process can help determineimproved operational locations in the future, such as those that allowUAV(s) to spend less time and/or energy to pick up and/or deliveritem(s). Other examples are also possible.

Furthermore, in some cases, each operational location in a geographicarea may respectively have an associated sub area of the geographicarea. For instance, this may be the case if an operational location is alocation of a UAV nest in line with the discussion above.

In particular, a given operational location may be one from which one ormore UAVs of a group may provide aerial transport services in a sub areaof the geographic area at issue. Such a sub area can be defined invarious ways and can take on any feasible shape and form. By way ofexample, a given sub area may include a plurality of locations in thegeographic area that are each respectively within a threshold distanceaway from the given operational location. In practice, this thresholddistance can be, for instance, half of a flight range of a UAV thatprovides aerial transport services from the given operational location,which can possibly allow at least that UAV to carry out an itemtransport task in the given sub area from the given operational locationwithout fully depleting the UAV's battery. In this manner, UAV(s) can beassigned to an operational location, so that these UAV(s) are dedicatedto carry out transport tasks in the sub area for at least some timeperiod. Other examples are also possible.

Yet further, in some cases, UAV(s) may fly from a source locationrespectively to their assigned operational location(s). For instance, agroup of UAVs may initially be in a source structure that has beentemporarily or permanently placed in the geographic area at a selectsource location. By way of example, the source structure may be acontainer configured to house the group of UAVs and perhaps alsooperational infrastructure, among other options. And this container maybe temporarily or permanently placed (e.g., after being transported by atruck) at a substantially central location in the geographic area, whichmay be considered as the source location at issue. In other examples,the source structure may be a distributor or retailer warehouse or arestaurant, among various other options.

In any case, as further discussed herein, one or more UAV(s) of thegroup can each respectively fly from a source location to an assignedoperational location at various times. For example, in line with thepresent disclosure, a given UAV can fly from the source location to itsassigned operational location as part of an infrastructure deploymenttask that also includes installation of operational infrastructure atthe assigned operational location by the given UAV. In another example,in line with the present disclosure, a given UAV can fly from the sourcelocation to its assigned operational location after operationalinfrastructure has already been installed at the assigned operationallocation by that given UAV or by another UAV. Other examples arepossible as well.

FIG. 7 next illustrates a representative geographic area 700 at which agroup of UAVs can provide aerial transport services. As shown, thegeographic area 700 includes a source location 702 that serves as alocation from which one or more UAVs of the group respectively fly tooperational locations 704 a to 704 d. In some examples, source location702 may be substantially centrally located. Moreover, each of theoperational locations 704 a to 704 d respectively have associated subareas 706 a to 706 d, so that UAV(s) at a given one of the operationallocation (e.g., operational location 704 a) can be at least temporarilydedicated to carrying out aerial transport tasks at the associated subarea (e.g., sub area 706 a). Other illustrations are possible as well.

VIII. USE OF UAV(S) DEDICATED TO DEPLOYMENT OF OPERATIONALINFRASTRUCTURE

FIG. 8 is a flowchart illustrating a method 800, which relates to usinga UAV dedicated to deployment of operational infrastructure.

Method 800 shown in FIG. 8 (and other processes and methods disclosedherein) presents a method that can be implemented within an arrangementinvolving, for example, any of the systems shown in FIGS. 1A to 6 (ormore particularly by one or more components or subsystems thereof, suchas by a processor and a non-transitory computer-readable medium havinginstructions that are executable to cause the device to performfunctions described herein), among other possible systems.

Method 800 and other processes and methods disclosed herein may includeone or more operations, functions, or actions, as illustrated by one ormore of blocks 802-806 for instance. Although blocks are illustrated insequential order, these blocks may also be performed in parallel, and/orin a different order than those described herein. Also, the variousblocks may be combined into fewer blocks, divided into additionalblocks, and/or removed based upon the desired implementation.

In addition, for the method 800 and other processes and methodsdisclosed herein, the flowchart shows functionality and operation of onepossible implementation of the present disclosure. In this regard, eachblock may represent a module, a segment, or a portion of program code,which includes one or more instructions executable by a processor forimplementing specific logical functions or steps in the process. Theprogram code may be stored on any type of computer readable medium, forexample, such as a storage device including a disk or hard drive. Thecomputer readable medium may include non-transitory computer readablemedium, for example, such as computer-readable media that stores datafor short periods of time like register memory, processor cache andRandom Access Memory (RAM). The computer readable medium may alsoinclude non-transitory media, such as secondary or persistent long termstorage, like read only memory (ROM), optical or magnetic disks,compact-disc read only memory (CD-ROM), for example. The computerreadable media may also be any other volatile or non-volatile storagesystems. The computer readable medium may be considered a computerreadable storage medium, for example, or a tangible storage device. Inaddition, for the method 800 and other processes and methods disclosedherein, each block in FIG. 8 may represent circuitry that is wired toperform the specific logical functions in the process.

At block 802, method 800 may involve determining, by a control system,an operational location at which to deploy operational infrastructure.

As an initial matter, the control system at issue may be on-board a UAVand/or may be an external control system that transmits instructions toUAV(s) (e.g., ATSP 402), among other options. Additionally, the controlsystem can use any of the techniques described herein to determine theoperational location at which to deploy operational infrastructure. Andas discussed, deployment of operational infrastructure may enablecharging of a battery of one or more UAVs from a group of UAVs.

In practice, the group of UAVs may be any group that includes at leastsome UAVs capable of carrying out transport tasks that involve transportof item(s). In one case, the group of UAVs may belong to an entity thatprovides items to be transported by one or more UAVs of the group and/orthat interfaces with the recipients who request delivery of these items.In another case, the group of UAVs may belong to a UAV transport serviceprovider, which may be a separate entity from the entity that providesthe items being transported and/or that interfaces with the recipientswho request delivery of these items. Other cases are also possible.

In any case, the group at issue may include at least (i) a first UAV ofa first type that is arranged to deploy operational infrastructure and(ii) a second UAV of a second type that is arranged to carry out tasksother than deployment of operational infrastructure.

In the context of method 800, the first type of UAV may include featuresthat enable a UAV of the first type to deploy operational infrastructureat operational location(s) within a geographic area. And the second typeof UAV may include features that enable a UAV of the second type tocarry out tasks other than deployment of operational infrastructure,such as transport tasks that include pickup and delivery of items otherthan operational infrastructure.

For example, a UAV of the first type may include a tether system havinga motor that is configured to operate at parameters (e.g., applytorque(s), force(s), and/or motor speed(s)) that enable the tethersystem to lift operational infrastructure off the ground and/or loweroperational infrastructure to the ground. Whereas, a UAV of the secondtype may include a tether system having a motor that is configured tooperate at parameters that enable the tether system to lift and/or lowerpayload(s) having a weight up to a particular weight, which may be aweight that is lesser than a weight of the operational infrastructure(e.g., a weight of charging interface 506 a and/or a weight of solarcharging system 600). In practice, this particular weight can be aweight that meets regulations for UAVs permitted to carry out transporttasks, such as regulations set by the Federal Aviation Administration(FAA), for instance.

In another example, a UAV of the first type may include a propulsionunit that enables the UAV to transport the operational infrastructure atissue. Whereas, a UAV of the second type may include a propulsion unitthat enables the UAV to transport payload(s) having a weight up to aparticular weight, which, here again, may be a weight that is lesserthan a weight of the operational infrastructure.

In yet another example, a UAV of the first type may include a transportsystem, such as a tether system for instance, that enables the UAV totransport payload(s) having a size up to a first size. This first sizemay be greater than a size of the operational infrastructure at issue(e.g., a size of charging interface 506 a), thereby allowing the UAV ofthe first type to transport this operational infrastructure. Whereas, aUAV of the second type may include a transport system, such as aninternal compartment for instance, that enables the UAV to transportpayload(s) having a size up to a second size, which may be lesser than asize of the operational infrastructure at issue, thereby preventing theUAV of the second type from transporting this operationalinfrastructure. Various other examples are also possible.

At block 804, method 800 may involve causing, by the control system, thefirst UAV to deploy operational infrastructure at the operationallocation.

Once the control system determines one or more operational locations,the control system may instruct one or more UAVs of the first type(e.g., the first UAV) to each respectively carry out an infrastructuredeployment task. This infrastructure deployment task may include aflight to a determined operational location, such as from a sourcelocation in line with the discussion above. Also, the infrastructuredeployment task may include installation of operational infrastructureat the determined operational location.

Generally, a UAV of the first type can be instructed to carry out aninfrastructure deployment task at one or more of various possible times.

In one case, the control system can instruct a UAV of the first type todeploy operational infrastructure at a determined operational locationbefore a UAV of the second type has arrived at this operational locationand/or began carrying out transport tasks from this operationallocation. For example, an ATSP's first mission each day can involvecausing one or more UAVs of the first type to deploy operationalinfrastructure at one or more operational locations in a geographicarea.

In another case, however, the control system can instruct a UAV of thefirst type to deploy operational infrastructure at a determinedoperational location after a UAV of the second type has arrived at thisoperational location and/or began carrying out transport tasks from thisoperational location. For example, while an ATSP is providing aerialtransport services in a geographic area, the ATSP may determine that aparticular sub area of geographic area has an insufficient number ofcharging interfaces (e.g., based on demand in the particular sub area),and may responsively instruct one or more UAVs of the first type todeploy several charging interfaces at several operational locations inthe particular sub area, so as to increase the number of charginginterfaces in the sub area to a sufficient number. Other cases andexamples are also possible.

FIGS. 9A to 9B next illustrate deployment of operational infrastructurein the geographic area 700 by a UAV 900 of the first type.

In particular, as shown in FIG. 9A, the UAV 900 may fly from the sourcelocation 702 to the operational location 704 b and, in doing so, maytransport operational infrastructure, such as charging interface 506 afor example. And as shown in FIG. 9B, once the UAV 900 arrives at theoperational location 704 b (e.g., a roof of a particular house), the UAV900 may deploy the charging interface 506 a onto the universal powerinterface 502, so that the charging interface 506 a couples to theuniversal power interface 502 in line with the discussion above.

To do so, the UAV 900 may lower a tether of the UAV 900 that is coupledto the hook 510 a of the charging interface 506 a, so as to cause thecharging interface 506 a to lower towards the universal power interface502 while the UAV 900 hovers substantially above universal powerinterface 502. And once the that the charging interface 506 a couples tothe universal power interface 502 in line with the discussion above, theUAV 900 may cause the tether to decouple from the hook 510 a of thecharging interface 506 a, thereby completing deployment of the charginginterface 506 a at the operational location 704 b (not shown). Otherillustrations are also possible.

At block 806, method 800 may involve causing, by the control system, thesecond UAV to charge a battery of the second UAV using the operationalinfrastructure deployed by the first UAV at the operational location.

Once operational infrastructure has been deployed at one or moreoperational locations in a geographic area, the control system mayinstruct one or more UAVs of the second type (e.g., the second UAV) toeach respectively use the deployed operational infrastructure to chargetheir respective batteries. For example, the control system may instructthe second UAV of the second type to charge a battery of the second UAVusing the operational infrastructure deployed by the first UAV at thedetermined operational location. Additionally, the control system mayinstruct another UAV of the second type to charge its battery usingoperational infrastructure deployed by the first UAV or by another UAVof the first type at a different operational location, and so on.

Generally, a UAV of the second type can be instructed to charge itsbattery at one or more of various possible times. For example, followingthe above-described first mission, an ATSP's second mission each day caninvolve causing one or more UAVs of the second type to respectively flyto their assigned operational locations, and to then charge theirrespective batteries using operational infrastructure that has beenrespectively deployed at those assigned operational locations. Inanother example, a UAV of the second type can be instructed to chargeits battery on an as-needed basis, such as when the control systemdetermines that a battery level is below a threshold battery level, forinstance. Other examples are also possible.

Moreover, in line with the discussion above, a UAV of the second typecan carry out transport task from an operational location at whichoperational infrastructure has been deployed or is to be deployed. Forinstance, the control system can receive a request for a transport taskthat has an associated item-source location (e.g., a pickup location atwhich an item should be picked up). And the control system can determinethat the item-source location corresponds to the operational location atwhich the second UAV of the second type has been instructed to chargeits battery. For example, the control system can do so by determiningthat the item-source location is in a sub area that is associated withthe operational location at issue in line with the discussion above. Inany case, once the control system determines that the item-sourcelocation corresponds to the operational location at issue, the controlsystem may cause the second UAV to perform the requested transport task,such by at least instructing the second UAV to pick up the item at theitem-source location, and possibly also instructing the second UAV todeliver the item at a delivery location associated with the request.

FIGS. 9C to 9D next illustrate a UAV 902 of the second type on a missionthat includes charging its battery at the operational location 704 b. Inparticular, as shown in FIG. 9C, the UAV 902 may carry out a flight fromthe source location 702 to the operational location 704 b, which can bethe UAV 902's first flight on a given day for example. Once the UAV 902arrives at the operational location 704 b, the UAV 902 may charge abattery of the UAV 902 using operational infrastructure that has beendeployed by UAV 900 at the operational location 704 b. For example, asshown in FIG. 9D, the UAV 902 may land on the charging interface 506 athat has been by UAV 900 at the operational location 704 b, and may thenreceive electrical power from the charging interface 506 a, so as tocharge the battery. Moreover, after the UAV 902 charges its battery atthe operational location 704 b, the UAV 902 can then carry out transporttask(s) in the associated sub area 706 b. Other illustrations are alsopossible.

Given an implementation in which a group of UAVs includes one or moreUAVs of the first type, operational infrastructure can be added,removed, and/or moved at any feasible time and for any feasible reason.For instance, operational infrastructure can be added, removed, and/ormoved as part of the above-described first mission and/or after thefirst mission. Such addition, removal, and/or movement of operationalinfrastructure can be based on demand for aerial service of the groupand/or based on a determined need for operational infrastructure in ageographic area, among other options.

Furthermore, any given UAV of the first type in the group can carry outaddition, removal, and/or movement of operational infrastructure.

In one case, the same UAV of the first type can deploy operationalinfrastructure at several operational locations. For example, the firstUAV of the first type may deploy first operational infrastructure at afirst determined operational location. Subsequently, that same first UAVof the first type may deploy second operational infrastructure at asecond determined operational location.

In another case, different UAVs of the first type can respectivelydeploy operational infrastructure at different operational locations.For example, the first UAV of the first type may deploy firstoperational infrastructure at a first determined operational location.Subsequently, a third UAV of the first type may deploy secondoperational infrastructure at a second determined operational location.

In yet another case, a UAV of the first type that deployed operationalinfrastructure at a given operational location can be the same one thatalso removes that operational infrastructure from the given operationallocation. For example, the first UAV of the first type may deploy firstoperational infrastructure at a first determined operational location.Subsequently, that same first UAV of the first type may remove thatfirst operational infrastructure from the first determined operationallocation.

In yet another case, a UAV of the first type that deployed operationalinfrastructure at a given operational location can be different from theone that removes that operational infrastructure from the givenoperational location. For example, the first UAV of the first type maydeploy first operational infrastructure at a first determinedoperational location. Subsequently, a third UAV of the first type mayremove that first operational infrastructure from the first determinedoperational location.

In yet another case, a UAV of the first type that deployed operationalinfrastructure at a given operational location can be the same one thatalso moves this operational infrastructure from the given operationallocation to another operational location. For example, the first UAV ofthe first type may deploy first operational infrastructure at a firstdetermined operational location. Subsequently, the first UAV of thefirst type may move the first operational infrastructure from the firstdetermined operational location to a second determined operationallocation.

In practice, this second operational location can be in the samegeographic area as the first operational location. In this situation,second operational location can be in the same sub area as the firstoperational location or can be at a sub area that is different from thesub area of the first operational location. In another situation,however, the second operational location can be in a geographic areathat is altogether different from the geographic area of the firstoperational location (e.g., the first and second operational locationscan be in different neighborhoods of the same city).

In yet another case, a UAV of the first type that deployed operationalinfrastructure at a given operational location can be different from theone that moves this operational infrastructure from the givenoperational location to another operational location. For example, thefirst UAV of the first type may deploy first operational infrastructureat a first determined operational location. Subsequently, a third UAV ofthe first type may move the first operational infrastructure from thefirst determined operational location to a second determined operationallocation.

Here again, the second operational location can be in the samegeographic area as the first operational location. In this situation,second operational location can be in the same sub area as the firstoperational location or can be at a sub area that is different from thesub area of the first operational location. In another situation,however, the second operational location can be in a geographic areathat is altogether different from the geographic area of the firstoperational location. Other cases and examples are possible as well.

IX. SELF-DEPLOYMENT OF OPERATIONAL INFRASTRUCTURE FOR A UAV

FIG. 10 is a flowchart illustrating a method 1000, which relates toself-deployment of operational infrastructure for a UAV. Namely, method1000 relates to using the same UAV both for carrying out transporttask(s) and for deployment of operational infrastructure, which can inturn be used by that UAV for charging that UAV's battery.

Method 1000 shown in FIG. 10 (and other processes and methods disclosedherein) presents a method that can be implemented within an arrangementinvolving, for example, any of the systems shown in FIGS. 1A to 6 (ormore particularly by one or more components or subsystems thereof, suchas by a processor and a non-transitory computer-readable medium havinginstructions that are executable to cause the device to performfunctions described herein), among other possible systems.

Method 1000 and other processes and methods disclosed herein may includeone or more operations, functions, or actions, as illustrated by one ormore of blocks 1002-1010 for instance. Although blocks are illustratedin sequential order, these blocks may also be performed in parallel,and/or in a different order than those described herein. Also, thevarious blocks may be combined into fewer blocks, divided intoadditional blocks, and/or removed based upon the desired implementation.

In addition, for the method 1000 and other processes and methodsdisclosed herein, the flowchart shows functionality and operation of onepossible implementation of the present disclosure. In this regard, eachblock may represent a module, a segment, or a portion of program code,which includes one or more instructions executable by a processor forimplementing specific logical functions or steps in the process. Theprogram code may be stored on any type of computer readable medium, forexample, such as a storage device including a disk or hard drive. Thecomputer readable medium may include non-transitory computer readablemedium, for example, such as computer-readable media that stores datafor short periods of time like register memory, processor cache andRandom Access Memory (RAM). The computer readable medium may alsoinclude non-transitory media, such as secondary or persistent long termstorage, like read only memory (ROM), optical or magnetic disks,compact-disc read only memory (CD-ROM), for example. The computerreadable media may also be any other volatile or non-volatile storagesystems. The computer readable medium may be considered a computerreadable storage medium, for example, or a tangible storage device. Inaddition, for the method 1000 and other processes and methods disclosedherein, each block in FIG. 10 may represent circuitry that is wired toperform the specific logical functions in the process.

At block 1002, method 1000 may involve determining, by a control system,a plurality of operational locations from which a group of UAVs is toprovide aerial transport services in a geographic area.

As an initial matter, the control system at issue may be on-board a UAVand/or may be an external control system that transmits instructions toUAV(s) (e.g., ATSP 402), among other options. Additionally, the controlsystem can use any of the techniques described herein to determineoperational locations at which to deploy operational infrastructure andfrom which a group of UAVs is to provide aerial transport services. Andas discussed, deployment of operational infrastructure may enablecharging of batteries of one or more UAVs from the group. Yet further,as discussed, one or more of this group of UAVs may be located initiallyon or in a source structure that has been temporarily or permanentlyplaced at a source location in the geographic area.

In one case, the group of UAVs may belong to an entity that providesitems to be transported by one or more UAVs of the group and/or thatinterfaces with the recipients who request delivery of these items. Inanother case, the group of UAVs may belong to a UAV transport serviceprovider, which may be a separate entity from the entity that providesthe items being transported and/or that interfaces with the recipientswho request delivery of these items. Other cases are also possible.

Although the group of UAVs at issue may or may not include UAV(s)dedicated to deployment of operational infrastructure (e.g., asdiscussed in association with method 800) and/or other types of UAV(s),method 1000 is generally described in the context of the group includingone or more UAVs each respectively arranged both to deploy operationalinfrastructure and to carry out transport task(s). And for sake ofsimplicity, the discussion of method 1000 may refer to each such UAV asa “dual-mode” UAV.

More specifically, a dual-mode UAV may include features that enable thedual-mode UAV to deploy operational infrastructure at operationallocation(s) within a geographic area. Additionally, the dual-mode UAVmay include features that enable the dual-mode UAV to carry out tasksother than deployment of operational infrastructure, such as transporttasks that include pickup and/or delivery of items other thanoperational infrastructure.

By way of example, the dual-mode UAV may include a tether system havinga motor that is configured to operate at parameters (e.g., applytorque(s), force(s), and/or motor speed(s)) that enable the tethersystem to lift and/or lower payload(s) having a weight up to aparticular weight. In this example, this particular weight can be aweight that meets regulations for UAVs permitted to carry out transporttasks, which in turn would allow the dual-mode to carry out transporttasks. Also, this particular weight may be greater than a weight of“lightweight” or other operational infrastructure, thereby allowing thedual-mode UAV to also lift this lightweight or other operationalinfrastructure off the ground and/or lower this lightweight or otheroperational infrastructure to the ground.

In another example, the dual-mode UAV may include a propulsion unit thatenables the dual-mode UAV to transport payload(s) having a weight up toa particular weight. Here again, this particular weight can be a weightthat meets regulations for UAVs permitted to carry out transport tasks,which in turn would allow the dual-mode to carry out transport tasks.Also, this particular weight may be greater than a weight of lightweightor other operational infrastructure, thereby allowing the dual-mode UAVto also lift this lightweight or other operational infrastructure offthe ground and/or lower this lightweight or other operationalinfrastructure to the ground.

In yet another example, the dual-mode UAV may be of a weight that isgreater than a weight of a payload it is arranged or otherwisedesignated to lift, lower, and/or transport. In some cases, this payloadcan be the operational infrastructure that the dual-mode UAV is arrangedto deploy, which, here again, may be lightweight or other operationalinfrastructure. And in other cases, this payload can be one or moreitems that the dual-mode UAV is arranged to pick up and/or deliver aspart of a transport task. In any case, such an arrangement of thedual-mode UAV may increase the likelihood that the dual-mode UAV cansuccessfully lift, lower, and/or transport a payload, such asoperational infrastructure, without the weight of this payloadpreventing the dual-mode UAV from doing so. Other examples are possibleas well.

Generally, although the operational infrastructure that the dual-modeUAV is arranged or otherwise designated to deploy does not necessarilyhave to be lightweight operational infrastructure, method 1000 isdescribed in the context of the dual-mode UAV being arranged orotherwise designated to deploy lightweight operational infrastructure.One example of such lightweight operational infrastructure may be theabove-described solar charging system 600, which can be relativelylightweight as noted above. And another example of such lightweightoperational infrastructure may be the above-described next generationcharging interface 506 b, which can have a weight that is lesser than aweight of charging interface 506 a as noted above. Other examples arealso possible.

At block 1004, method 1000 may involve, for at least a first of theplurality of operational locations, causing, by the control system, afirst UAV from the group to perform an infrastructure deployment taskthat includes (i) a flight from the source location to the first of theplurality of operational locations and (ii) installation of operationalinfrastructure at the first of the plurality of operational locations bythe first UAV.

Once the control system determines a plurality of operational locations,the control system may instruct one or more dual-mode UAVs to eachrespectively carry out an infrastructure deployment task. Generally,this infrastructure deployment task may include a flight to a determinedoperational location as well as installation of operationalinfrastructure at the determined operational location.

Moreover, the flight at issue may be a flight from a source structure atwhich the one or more dual-mode UAVs are initially located. For example,an ATSP can begin providing aerial transport services in a geographicarea by causing one or more dual-mode UAVs to each respectively fly fromthe source structure to an operational location in the geographic area,so as to install operational infrastructure at those operationallocation(s). Other examples are also possible.

When a dual-mode UAV installs operational infrastructure at anoperational location, this installation may enable the dual-mode UAV touse the installed operational infrastructure to charge a battery of thedual-mode UAV. In this manner, the dual-mode UAV can carry out transporttask(s) from this operational location while not having to rely onoperational infrastructure installed at other location(s) for thepurpose of charging its battery. Other advantages are possible as well.

FIGS. 11A to 11B next illustrate self-deployment of operationalinfrastructure in the geographic area 700 by a dual-mode UAV 1100.

In particular, as shown in FIG. 11A, the dual-mode UAV 1100 may fly fromthe source location 702 to the operational location 704 d and, in doingso, may transport operational infrastructure, such as solar chargingsystem 600 for example. And as shown in FIG. 11B, once the dual-mode UAV1100 arrives at the operational location 704 d (e.g., a roof of aparticular house), the dual-mode UAV 1100 may install the solar chargingsystem 600 at the operational location 704 d.

To do so, the dual-mode UAV 1100 may lower a tether of the dual-mode UAV1100 that is coupled to the hook 608 of the solar charging system 600,so as to cause the solar charging system 600 to lower towards the ground(e.g., towards the roof) while the dual-mode UAV 1100 hovers above theground. And once the solar charging system 600 contacts the ground(e.g., the roof), the dual-mode UAV 1100 may cause the tether todecouple from the hook 608 of the solar charging system 600, therebycompleting installation of the solar charging system 600 at theoperational location 704 d (not shown). Other illustrations are alsopossible.

At block 1006, method 1000 may involve receiving, by the control system,a request for a transport task having an associated item-sourcelocation. At block 1008, method 1000 may involve determining, by thecontrol system, that the item-source location corresponds to the firstof the plurality of operational locations. And at block 1010, method1000 may involve causing, by the control system, the first UAV toperform the transport task.

Once a dual-mode mode UAV completes an infrastructure deployment task atan operational location, the dual-mode UAV can then operate from thatoperational location, which may involve the dual-mode UAV carrying outtransport task(s) from the operational location, among other options.

More specifically, in line with the discussion above, a control systemcan receive a request for a transport task, which may be a request topick up and/or deliver one or more items. In practice, the request mayspecify a pickup location for pickup of an item and/or a deliverylocation for delivery of an item. For instance, the pickup location canbe an address or can be specified in other ways, such using a name of abusiness. Similarly, the delivery location can be an address or can bespecified in other ways. Moreover, the control system can receive such arequest at any feasible time, such as before completion of anyinfrastructure deployment task(s) in a geographic area or aftercompletion of one or more infrastructure deployment tasks in ageographic area, among other possibilities.

By way of example, an individual user can request UAV delivery of apackage to their home via their mobile phone, tablet, or laptop. And inanother example, a business user (e.g., a restaurant) can utilize one ormore remote devices to request that a UAV be dispatched to pick up oneor more items (e.g., a food order) from a pickup location (e.g., therestaurant's address), and then deliver the one or more items to adelivery location (e.g., a customer's address). Other examples are alsopossible.

When the control system receives a request for a transport task, thecontrol system may assign a UAV to carry out this transport task. Inparticular, the control system can determine that the pickup locationassociated with the request corresponds to the operational location atwhich the dual-mode UAV at issue completed the infrastructure deploymenttask. For example, the control system can do so by determining that thepickup location is in a sub area that is associated with the operationallocation at issue in line with the discussion above. In any case, oncethe control system determines that the pickup location corresponds tothe operational location at issue, the control system may cause thedual-mode UAV to perform the requested transport task, such by at leastinstructing the dual-mode UAV to pick up the item at the pickuplocation, and possibly also instructing the dual-mode UAV to deliver theitem at a delivery location associated with the request.

Furthermore, when the dual-mode UAV operates from the operationallocation at which it completed the infrastructure deployment task, thedual-mode UAV can charge its battery at the operational location usingthe operational infrastructure that this same dual-mode UAV installed.Generally, the dual-mode UAV can do so at one or more of various times.

In one example, the dual-mode UAV can charge the battery at theoperational location immediately after completing an infrastructuredeployment task at this operational location. In another example, thedual-mode UAV can charge the battery at the operational location whilecarrying out a transport task from this operational location, such asbetween pickup and delivery of an item, for instance. In yet anotherexample, the dual-mode UAV can charge the battery at the operationallocation after carrying out one or more transport tasks from thisoperational location. Other examples are also possible.

FIGS. 11C to 11D next illustrate the dual-mode UAV 1100 charging itsbattery at the operational location 704 d after completion of atransport task.

In particular, as shown in FIG. 11C, the dual-mode UAV 1100 may carryout a transport task in the sub area 706 d. This transport task mayinclude (i) a flight from the operational location 704 d to a pickuplocation 1102 for pickup of an item at the pickup location 1102, (ii) aflight from the pickup location 1102 to a delivery location 1104 fordelivery of the item at the delivery location 1104, and (iii) a flightfrom the delivery location 1106 back to the operational location 704 d.

Once the dual-mode UAV 1100 arrives back at the operational location 704d, the dual-mode UAV 1100 may charge a battery of the dual-mode UAV 1100using operational infrastructure that has been deployed by dual-mode UAV1100 itself at the operational location 704 d. For example, as shown inFIG. 11D, the dual-mode UAV 1100 may land on the charge pad 606 of thesolar charging system 600 that has been by the dual-mode UAV 1100 at theoperational location 704 d, and may then receive electrical power fromthe solar charging system 600, so as to charge the battery. Moreover,after the dual-mode UAV 1100 charges its battery at the operationallocation 704 d, the UAV 902 can then carry out additional transporttask(s) in the associated sub area 706 d, among other options. Otherillustrations are also possible.

In some situations, a dual-mode UAV can carry out an infrastructuredeployment task for an operational location, and then a different UAVmay operate from the operational location, such as by charging itsbattery at the operational location and/or carrying out transporttask(s) from the operational location. For example, a first dual-modeUAV can carry out an infrastructure deployment task for an operationallocation and then another UAV, which may or may not be a dual-mode UAV,can operate from the second operational location. Other examples arealso possible.

Given an implementation in which a group of UAVs includes one or moredual-mode UAVs, operational infrastructure can be added, removed, and/ormoved by one or more dual-mode UAVs at any feasible time and for anyfeasible reasons. For example, operational infrastructure can be added,removed, and/or moved when an ATSP just begins providing aerialtransport services in a geographic area by causing one or more dual-modeUAVs to each respectively fly from the source structure to anoperational location in the geographic area, so as to installoperational infrastructure at those operational location(s). In anotherexample, operational infrastructure can be added, removed, and/or movedwhile an ATSP is providing aerial transport services in a geographicarea, such as after completion of one or more transport tasks in thegeographic area. In any case, such addition, removal, and/or movement ofoperational infrastructure can be based on demand for aerial service ofthe group and/or based on a determined need for operationalinfrastructure in a geographic area, among other options.

Furthermore, any given dual-mode UAV of the group can carry outaddition, removal, and/or movement of operational infrastructure.

By way of example, a first dual-mode UAV can carry out a firstinfrastructure deployment task for a first operational location, andperhaps can then carry out at least a first transport task that has anassociated first pickup location and that corresponds to a firstrequest. In this example, a second infrastructure deployment task mayadditionally be carried out for a second operational location. In onecase, the same first dual-mode UAV can carry out the secondinfrastructure deployment task. In another case, however, a seconddual-mode UAV can carry out the second infrastructure deployment task.Other cases are also possible.

In any case, the second infrastructure deployment task may include aflight to the second operational location. In one situation, this flightmay be from the first operational location to the second operationallocation. In another situation, however, this flight may be from asource location to the second operational location. Other cases are alsopossible.

Additionally, the second infrastructure deployment task may includeinstallation of operational infrastructure at the second operationallocation.

In one case, this operational infrastructure may be operationalinfrastructure that the first dual-mode UAV initially installed at thefirst operational location. In this case, the first dual-mode UAV or thesecond dual-mode UAV may transport this operational infrastructure fromthe first operational location to the second operational location, sothat this operational infrastructure can then be installed at the secondoperational location by whichever UAV transported the operationalinfrastructure.

In another case, this operational infrastructure may be operationalinfrastructure that the first dual-mode UAV or the second dual-mode UAVtransports from a source location to the second operational location, sothat this operational infrastructure can be installed at the secondoperational location by whichever UAV transported the operationalinfrastructure. Thus, this operational infrastructure may be differentfrom the operational infrastructure that the first dual-mode UAVinstalled at the first operational location. Other cases are alsopossible.

Further, the second operational location at issue can be any feasiblelocation that is different from the first operational location.

In one case, in line with the discussion above, the second operationallocation may be a second of the determined operational locations fromwhich the group of UAVs is to provide aerial transport services in ageographic area. For instance, the first operational location may be oneassociated with a first sub area of the geographic area, and the secondoperational location may be one associated with a second sub area of thesame geographic area.

In this case, the control system may cause the first dual-mode UAV orthe second dual-mode UAV to perform the second infrastructure deploymenttask for the second operational location for various reasons. Forinstance, the control system may cause the first dual-mode UAV or thesecond dual-mode UAV to perform the second infrastructure deploymenttask based on a determined demand for aerial transport service of thegroup at the second sub area.

In a more specific example, the control system can determine that fordemand for aerial transport service of the group at the first sub areais relatively low and that demand for aerial transport service of thegroup at the second sub area is relatively high. Thus, the controlsystem may responsively cause the first dual-mode UAV or the seconddual-mode UAV to perform an infrastructure deployment task that includesmoving operational infrastructure from the first operational location tothe second operational location. Other examples are also possible.

In another case, the second operational location may be in a differentgeographic area. For instance, the first operational location may be ina first geographic area, and the second operational location may be in asecond geographic area. In practice, the first and second geographicareas can be different cities or different neighborhoods, among otheroptions.

In this case, the control system may cause the first dual-mode UAV orthe second dual-mode UAV to perform the second infrastructure deploymenttask for the second operational location for various reasons. Forinstance, the control system may cause the first dual-mode UAV or thesecond dual-mode UAV to perform the second infrastructure deploymenttask based on a determined demand for aerial transport service at thesecond geographic area, which may be serviced by a different group ofUAVs than the group that includes the first and/or second dual-mode UAVsat issue.

In a more specific example, the control system can determine that demandfor aerial transport service at the first geographic area is relativelylow and that demand for aerial transport service at the secondgeographic area is relatively high. Thus, the control system mayresponsively cause the first dual-mode UAV or the second dual-mode UAVto perform an infrastructure deployment task that includes movingoperational infrastructure from the first operational location to thesecond operational location, so that UAVs of the different groupservicing the second geographic area can use this additional operationalinfrastructure. Other examples are also possible.

Yet further, once the second infrastructure deployment task for thesecond operational location is complete, one or more UAVs, which may ormay not be dual-mode UAV(s), can operate from the second operationallocation. In line with the discussion above, operating from the secondoperational location can involve carrying out transport task(s) from thesecond operational location. For instance, a UAV can at least perform asecond transport task that has an associated second pickup location andthat corresponds to a second request. Additionally or alternatively,operating from the second operational location can involve a UAV usingoperational infrastructure installed at the second operational locationto charge its battery.

In a more specific example, the first dual-mode UAV can carry out thesecond infrastructure deployment task for the second operationallocation and can then itself operate from the second operationallocation. In another example, the first dual-mode UAV can carry out thesecond infrastructure deployment task for the second operationallocation and then another UAV, such as the second dual-mode UAV forinstance, can operate from the second operational location. In yetanother example, the second dual-mode UAV can carry out the secondinfrastructure deployment task for the second operational location andcan then itself operate from the second operational location. In yetanother example, the second dual-mode UAV can carry out the secondinfrastructure deployment task for the second operational location andthen another UAV, such as the first dual-mode UAV for instance, canoperate from the second operational location. Other examples are alsopossible.

X. ADDITIONAL FEATURES

A. Record of Operational Infrastructure

In a further aspect, a control system can maintain and modify a recordof operational infrastructure that has been deployed in a geographicarea. In particular, the record may specify, respectively for eachinstance of deployed operational infrastructure, an operational locationat which this operational infrastructure is currently deployed,operational location(s) at which this operational infrastructure hasbeen previously deployed, a type of operational infrastructure (e.g.,solar charging system vs. charging interface), and/or information aboutthe UAV that deployed the operational infrastructure, among variousother possibilities. And the control system can modify of thisinformation as operational infrastructure is added, moved, and/orremoved in the geographic area.

By way of example, the control system can receive a confirmation thatfirst operational infrastructure has been deployed at a firstoperational location. The control system can receive this confirmationfrom the UAV that deployed the first operational infrastructure at thefirst operational location, among other options. Nonetheless, thecontrol system may respond to receipt of the confirmation by modifyingthe record to indicate that the first operational infrastructure hasbeen deployed at the first operational location. And in some cases, thecontrol system can also modify the record to indicate the UAV thatdeployed the first operational infrastructure at the first operationallocation, among other possibilities.

In practice, maintaining and modifying a record of operationalinfrastructure may help the control system optimize charging ofbatteries of UAVs. For instance, when a trigger has been encountered tocharge a battery of a UAV, the control system can use the record asbasis for making a determination that a current location of the UAV isthreshold proximate to the first operational infrastructure that hasbeen deployed at the first operational location. For example, thecontrol system can determine that the current location of the UAV is ina particular sub area of a geographic area, and can use the record todetermine that the first operational infrastructure that has beendeployed at the first operational location, which is associated with theparticular sub area at issue. In any case, the control system can usethe determination as basis for instructing the UAV to charge a batteryof the UAV using the first operational infrastructure that has beendeployed at the first operational location.

B. Return Conditions for a UAV

In yet a further aspect, a control system may determine that a givenUAV, which can be any type of UAV, encountered a return conditionindicating that the UAV should fly to a certain location.

For example, the control system may determine that the UAV completed atransport task. For instance, the control system may assign a transporttask to the UAV and may then receive a confirmation from that UAVspecifying that the transport task has been completed.

In another example, the control system may determine that the UAV is incondition for a maintenance event. For instance, the control system mayhave stored thereon maintenance data indicating that the UAV's tether,or other part, should be replaced once every year or other thresholdperiod of time, and can determine that the UAV is in condition for amaintenance event by determining that the threshold period of time haspassed or been exceeded since replacement of the UAV's tether or otherpart.

In yet another example, the control system may determine that the UAV isin condition for an upgrade. For instance, the control system mayreceive information from a central server indicating that a newpropulsion unit has been developed for a UAV of a particular type, andcan responsively determine that this UAV's existing propulsion unitshould be upgraded to the newly developed propulsion unit.

In yet another example, the control system may determine that the UAVencountered a predefined weather condition. For instance, the controlsystem may receive weather information from a central server indicatingthat a storm is approaching a sub area in which the UAV is operating.And the control system may determine that a storm corresponds to apre-defined weather condition during which the UAV should not fly.

In yet another example, the control system may determine that the UAVencountered a re-charging condition. For instance, the control systemmay receive sensor data from the UAV indicating that a battery level ofthe UAV's battery is below a threshold level. Other examples are alsopossible.

When the control system determines that a UAV encountered a returncondition, the control system may responsively cause the UAV to fly to acertain location. This location can be an operational location fromwhich the UAV is operating, an operational location other than the onefrom which the UAV is operating, the source structure at the sourcelocation, and/or a hangar, among other options. In any case, thelocation may correspond to the specific return condition that the UAVencountered, so that the UAV can overcome the circumstances that led tothe control system determining that the return condition has beenencountered.

For example, if the control system determines that the UAV completed atransport task, the control system may responsively cause the UAV to flyback to the operational location from which it is operating, so that theUAV can then carry out additional transport tasks in the associated subarea on an as-needed basis.

In another example, if the control system determines that the UAV is incondition for a maintenance event and/or is in condition for an upgrade,the control system may responsively cause the UAV to fly to the hangar,so that a technician can perform the maintenance and/or the upgradeaccordingly.

In yet another example, if the control system determines that the UAVencountered a predefined weather condition, the control system mayresponsively cause the UAV to fly to the hangar or to the sourcestructure, so that the UAV avoids exposure to the weather condition atissue.

In yet another example, if the control system determines that the UAVencountered a re-charging condition, the control system may responsivelycause the UAV to fly to the operation location from which it isoperating, so that the UAV can use operational infrastructure deployedat this operational location for charging the UAV's battery. Otherexamples are also possible.

XI. CONCLUSION

While various aspects and embodiments have been disclosed herein, otheraspects and embodiments will be apparent to those skilled in the art.The various aspects and embodiments disclosed herein are for purposes ofillustration and are not intended to be limiting, with the true scopeand spirit being indicated by the following claims.

We claim:
 1. A method comprising: determining, by a control system, aplurality of operational locations from which a group of unmanned aerialvehicles (UAVs) is to provide aerial transport services in a geographicarea, wherein the group of UAVs is initially located at a sourcelocation serving the geographic area; for at least a first of theplurality of operational locations, causing, by the control system, afirst UAV from the group to perform an infrastructure deployment taskthat includes (i) a flight from the source location to the first of theplurality of operational locations and (ii) installation of operationalinfrastructure at the first of the plurality of operational locations bythe first UAV; receiving, by the control system, a request for atransport task having an associated item-source location; determining,by the control system, that the item-source location corresponds to thefirst of the plurality of operational locations; and causing, by thecontrol system, the first UAV to perform the transport task.
 2. Themethod of claim 1, further comprising: for at least a second of theplurality of operational locations, causing, by the control system, asecond UAV from the group to perform another infrastructure deploymenttask that includes (i) a flight from the source location to the secondof the plurality of operational locations and (ii) installation ofanother operational infrastructure at the second of the plurality ofoperational locations by the second UAV; receiving, by the controlsystem, another request for another transport task having an associatedanother item-source location; determining, by the control system, thatthe another item-source location corresponds to the second of theplurality of operational locations; and causing the second UAV toperform the another transport task.
 3. The method of claim 1, whereinthe operational infrastructure is of a weight that is lesser than aweight of the first UAV.
 4. The method of claim 1, wherein theoperational infrastructure is a ground charging system that comprisesone or more of the following: (i) a charging interface configured toconnect to a universal power interface, (ii) a solar panel, or (iii) anenergy storage device.
 5. The method of claim 1, wherein the operationalinfrastructure is a ground charging system, the method furthercomprising: causing, by the control system, the first UAV to use theground charging system installed by the first UAV at the first of theplurality of operational locations to charge a battery of the first UAV.6. The method of claim 1, wherein the operational infrastructure is aground charging system, the method further comprising: causing, by thecontrol system, a second UAV of the group to use the ground chargingsystem installed by the first UAV at the first of the plurality ofoperational locations to charge a battery of the second UAV.
 7. Themethod of claim 1, wherein the first of the plurality of operationallocations is one from which one or more UAVs of the group are to provideaerial transport services in a sub area of the geographic area.
 8. Themethod of claim 7, wherein the sub area comprises a plurality oflocations that are each respectively within a threshold distance awayfrom the first of the plurality of operational locations.
 9. The methodof claim 1, wherein the transport task comprises pickup of an item atthe item-source location and subsequent delivery of the item at adelivery location.
 10. The method of claim 1, further comprising:determining, by the control system, that at least one of the first UAVand second UAV encountered a return condition, and responsively causingthe at least one of the first UAV and second UAV to fly to (i) the firstof the plurality of operational locations, (ii) a second of theplurality of operational locations, (iii) the source location, or (iv) ahangar.
 11. The method of claim 10, wherein determining that the atleast one of the first UAV and second UAV encountered a return conditioncomprises one or more of the following: (i) determining that the atleast one of the first UAV and second UAV completed the transport task,(ii) determining that the at least one of the first UAV and second UAVis in condition for a maintenance event, (iii)determining that the atleast one of the first UAV and second UAV is in condition for anupgrade, (iv)determining that the at least one of the first UAV andsecond UAV encountered a predefined weather condition, or (v)determining that a battery of the at least one of the first UAV andsecond UAV encountered a re-charging condition.
 12. The method of claim1, further comprising: causing, by the control system, the first UAV toperform another infrastructure deployment task that includes (i) aflight to a second operational location and (ii) installation ofoperational infrastructure at the second operational location by thefirst UAV.
 13. The method of claim 12, further comprising: receiving, bythe control system, another request for another transport task having anassociated another item-source location; determining, by the controlsystem, that the another item-source location corresponds to the secondoperational location; and causing the first UAV to perform the anothertransport task.
 14. The method of claim 12, wherein the geographic areais a first geographic area, and wherein the second operational locationis one from which one or more UAVs are to provide aerial transportservices in a second geographic area.
 15. The method of claim 14,further comprising: determining, by the control system, a demand foraerial transport services at the second geographic area, wherein causingthe first UAV to perform the another infrastructure deployment task isbased on the determined demand for aerial transport services at thesecond geographic area.
 16. The method of claim 12, wherein the secondoperational location is a second of the plurality of operationallocations from which the group of UAVs is to provide aerial transportservices in the geographic area.
 17. The method of claim 16, wherein thefirst of the plurality of operational locations is associated with afirst sub area of the geographic area, and wherein the second of theplurality of operational locations is associated a second sub area ofthe geographic area, the method further comprising: determining, by thecontrol system, a demand for aerial transport services at the second subarea of the geographic area, wherein causing the first UAV to performthe another infrastructure deployment task is based on the determineddemand for aerial transport services at the second sub area of thegeographic area.
 18. The method of claim 12, wherein the anotherinfrastructure deployment task further includes moving the operationalinfrastructure installed at the first of the plurality of operationallocations by the first UAV from the first of the plurality ofoperational locations to the second operational location.
 19. The methodof claim 1, further comprising: determining, by the control system, aplurality of authorized locations at which respective deployment ofoperational infrastructure is permitted, wherein determining theplurality of operational locations is based at least on each determinedoperational location respectively being one of the determined pluralityof authorized locations.
 20. The method of claim 1, further comprising:determining, by the control system, a demand for aerial transportservices of the group in the geographic area, wherein determining theplurality of operational locations is based at least on the determineddemand for aerial transport services of the group in the geographicarea.
 21. The method of claim 1, further comprising: determining, by thecontrol system, a flight range respectively of one or more UAVs of thegroup, wherein determining the plurality of operational locations isbased at least on the one or more determined flight ranges.
 22. Anunmanned aerial vehicle (UAV) system comprising: a group of UAVs,wherein the group of UAVs includes at least a first UAV; and a controlsystem configured to: determine a plurality of operational locationsfrom which the group of UAVs is to provide aerial transport services ina geographic area, wherein the group of UAVs is initially located at asource location serving the geographic area; for at least a first of theplurality of operational locations, cause the first UAV to perform aninfrastructure deployment task that includes (i) a flight from thesource location to the first of the plurality of operational locationsand (ii) installation of operational infrastructure at the first of theplurality of operational locations by the first UAV; receive a requestfor a transport task having an associated item-source location;determine that the item-source location corresponds to the first of theplurality of operational locations; and cause the first UAV to performthe transport task.
 23. A non-transitory computer readable medium havingstored therein instructions executable by one or more processors tocause a control system to perform functions comprising: determining aplurality of operational locations from which a group of unmanned aerialvehicles (UAVs) is to provide aerial transport services in a geographicarea, wherein the group of UAVs is initially located at a sourcelocation serving the geographic area; for at least a first of theplurality of operational locations, causing a first UAV from the groupto perform an infrastructure deployment task that includes (i) a flightfrom the source location to the first of the plurality of operationallocations and (ii) installation of operational infrastructure at thefirst of the plurality of operational locations by the first UAV;receiving a request for a transport task having an associateditem-source location; determining that the item-source locationcorresponds to the first of the plurality of operational locations; andcausing the first UAV to perform the transport task.